


i 



888 



Has 



mm 






HI 



ssL. 

mnn 



ijggggg 



ENGINEERS COMMITTEE 
T. LOUIS-EAST ST. LOUIS 
RAILROAD TERMINALS 






SKJgssSag 

'•■>■'■ 



Jnii 
illll 



■:■:■-..<„■■■: 
wWBW 



gf$£ 



: FOv,;' 



—JOS*—, 

sasfiwSwF eg . 





/ 



5^ Uo j ^-^ On«W*j)>Jla_©*: Cervw^Jo-d JUU^ 

REPORT OF 

ENGINEERS COMMITTEE 

ST. LOUIS-EAST ST. LOUIS 
RAILROAD TERMINALS 



3*SC 



PERSONNEL OF COMMITTEE 

HARLAND BARTHOLOMEW, 

Engineer, City Plan Commission of St. Louis. 

P. W. COYLE, 

Traffic Commissioner, St. Louis Chamber of Commerce. 

E. A. HADLEY, 

Chief Engineer, Missouri Pacific Railroad Co. 

J. B. HUNLEY, 

Engineer, Bridges and Structures, C. C. C. and St. L. Ry. Co. 

R. D. SANGSTER, 

Industrial Commissioner, St. Louis Chamber of Commerce. 

C. E. SMITH, 

Consulting Engineer for City of St. Louis. 

F. J. STLMSON, 

Chief Engineer, M. of W., Southwestern Region, Perm. Lines. 

D. O. THOMAS, 

Consulting Engineer, for East St. Louis Chamber of Commerce. 

F. G. JONAH, 

Chairman, Chief Engineer, SL Louis-San Francisco Ry. Co. 

CHAS. H. DIEL, 

Secretary, formerly Secretary, Municipal Development Bureau, 
St. Louis Chamber of Commerce. 



C. E. SMITH & COMPANY ST. LOUIS, MO. 

Consulting Engineers. 1922 

Copyrighted, 1922 

by 

C. E. SMITH & COMPANY 

Consulting Engineers St. Louis, Mo. 



TT508 

.SaSi 
<2^ 



PREFACE 



In July, 1920, Mr. W. Frank Carter, president of the Chamber of Com- 
merce, appointed a committee to study the terminal situation. 

The membership of the committee represents the Associated Retailers, 
the Chamber of Commerce, the Down-Town Improvement Association, the 
Manufacturers' Association, and the Merchants Exchange, all of St. Louis, 
the Chamber of Commerce of East St. Louis and the Railroads. 

The appointees are : E. C Andrews, F. B. Chamberlin, W. Palmer 
Clarkson, J. Lionberger Davis, Aaron Fuller, Thomas W. Garland, Edmund 
Goedde, J. M. Kurn, Samuel Rea (represented by Benjamin McKeen), N. C. 
McLean, Samuel Plant, M. L. Wilkinson, A. H. Smith (represented by H. A. 
Worcester). 

Mr. Wilkinson was elected chairman. 

Mr. Carter was appointed a member of the Committee December, 1921, 
after his term as president of the Chamber of Commerce. 

At an early meeting, the Committee, by resolution, voted the appoint- 
ment of an engineers' committee to study the physical situation in the St. 
Louis-East St. Louis Terminal District and report. The membership of this 
committee was to consist of the Engineers of two East Side roads, the Engi- 
neers of two West Side roads, the Consulting Engineer of the City of St. 
Louis, the Engineer of the City Plan Commission of St. Louis, an Engineer 
representing the East St. Louis Chamber of Commerce, the Traffic Commis- 
sioner, the Industrial Commissioner and the secretary of the Municipal Develop- 
ment Bureau of the Chamber of Commerce. 

This is the report of the Engineers' Committee^. 



V 









i 



St. Louis, Mo* 



■ Marth gg, m™* 



Mr. Melville Wilkinson,. 
Chairman, Terminal Committee, 
Chamber of Commerce, 
Saint Louis, Missouri. 

Dear Sir: 

Your Committee, appointed in July, 1920, to investigate 
the railroad terminal situation in the St. Louis-East St. Louis 
Industrial District, has the honor to submit herewith its report 
containing description of the present facilities and methods of 
operation, with certain conclusions and recommendations for 
improvement • 

It is our belief that the improvements suggested will 
greatly facilitate the movement of traffic. 

The Committee has endeavored to anticipate the trans- 
portation requirements of this District for many years to come, 
in view of which your attention is directed to the recommendation 
that a standing committee be created to further the carrying out 
of these comprehensive plans. 

Respectfully submitted: 
" ^ev, City Plan Commission of St. Louis. 



• Louis Chamber of Commerce. 
•"Chief Engineer, Jftissouri Pacific Railroad Company. 

, Bridges & Structures, C.C.C. & St. L. Ry. Co. 
r, St. Louis Chamber of Commerce. 



onsulting Engineer for City of St. Louis. 




■^xrgtmwpj-Vtr^oi W., Southwestern Region, Penn. Lines* 
Consulting Engineer for E. St. Louis Chamber of Commerce. 
Chairman -Chief Engineer, St. Louis -San Francisco Ry. Co. 



Secretary, formerly Secretary, Municipal Development Bur- 
eau, St. Louis Chamber of Commerce. 



VON HOFFMANN PRESS, St. Louis, Mo. 



TABLE OF CONTENTS 



Page 

CONCLUSIONS AND RECOMMENDATIONS 1 

Unification 1 

Mississippi River Bridges 1 

Rerouting East Side Passenger Trains 2 

Extension of Merchants Bridge Elevated 2 

Mill Creek Valley and Union Station 2 

Classification and Interchange of Carload Freight 3 

Team Tracks 3 

L. C. L. Freight : 4 

Grade Crossings 4 

River Front Development . 4 

Electrification - 4 

ST. LOUIS-EAST ST. LOUIS INDUSTRIAL DISTRICT 5 

HISTORY OF RAILROAD DEVELOPMENT 12- 

THE SCOPE AND PURPOSE OF THIS INVESTIGATION 16 

REPORT OF PREVIOUS COMMITTEE OF BUSINESS MEN'S LEAGUE OF ST. LOUIS 18 

UNIFICATION— APPLICATION TO ST. LOUIS-EAST ST. LOUIS RAILROAD TERMINALS 21 

MISSISSIPPI RIVER CROSSINGS IN ST. LOUIS-EAST ST. LOUIS RAILROAD TERMINAL 

DISTRICT 23 

Descriptive : 23 

Merchants Bridge 23 

McKinley Bridge 25 

Eads Bridge 29 

Municipal Bridge 32 

Exchange of Uses — Municipal and Eads Bridges - 36 

Ivory Transfer 36 

Alton Bridge.,.7. 36 

PASSENGER TRAINS - 40 

Descriptive 40 

Number and Routes of Passenger Trains 40 

Necessity for Rerouting East Side Passenger Trains 42 

Rerouting East Side Passenger Trains : 43 

Suburban Service 44 

ST. LOUIS UNION STATION AND MILL CREEK VALLEY. 50 

Descriptive 50 

Inadequacy of Present Facilities 52 

Surroundings and Approaches 52 

Train Shed 54 

Midway 54 

Platforms Between Tracks 54 

Length of Station Tracks and Approach Curves 54 

Passenger Train Yards 58 

Baggage, Mail and Express Facilities 58 

Proposed Plan of Mill Creek Valley 59 

Sequence of Improvements 59 

CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF FREIGHT TERMINALS 61 

Terminal R. R. Ass'n of St. Louis 63 

Terminal R. R. (Eads Bridge Line) 66 

St. Louis Merchants Bridge Terminal Ry 67 

Wiggins Ferry Co 67 

Alton & Southern R. R 69 

Baltimore & Ohio R. R 71 



vi TABLE OF CONTENTS 

Page 

Chicago & Alton R. R 73 

Chicago, Burlington & Quincy R. R 75 

Cleveland, Cincinnati, Chicago & St. Louis Railway 78 

Chicago & Eastern Illinois R. R 78 

Chicago, Peoria & St. Louis R. R 80 

Chicago, Rock Island & Pacific Ry 82 

East St. Louis & Surburban Ry 84 

East St. Louis Junction Ry 84 

Illinois Central R. R 86 

Illinois Traction System.... 89 

Litchfield & Madison Ry 91 

Louisville & Nashville R. R 91 

Manufacturers Ry 93 

Missouri, Kansas & Texas Ry 95 

Missouri Pacific R. R : . 95 

Mobile & Ohio R. R 99 

Pennsylvania R. R... 101 

St. Louis and O'Fallon Ry 103 

St. Louis and Ohio River R. R 103 

St. Louis-San Francisco Ry 103 

St. Louis Southwestern Ry 106 

St. Louis, Troy and Eastern R. R 108 

Southern Ry 108 

Toledo, St. Louis & Western R. R Ill 

Wabash Ry - - - 113 

CARLOAD FREIGHT— VOLUME AND DISTRIBUTION 117 

Study of Freight Movements..... 117 

Time Study 117 

Industries with Track Connections. 118 

Distribution of Local Carload Business - 1..1 19 

CARLOAD FREIGHT— PRESENT METHOD OF HANDLING FREIGHT CARS 127 

Empty Cars - -. 129 

Composite Diagram of Movements of Carload Freight 129 

CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS 133 

Proposed Classification and Transfer of Inbound Interchange Freight 136 

Freight Local to Railroads' Own Terminals 138 

Outbound Freight - 138 

Proposed Use of Present Facilities - 138 

Prospective Savings in Car Movements - 139 

TEAM TRACKS 141 

L. C. L. FREIGHT - - - 151 

Study of Origin and Destination of L. C. L. Freight 156 

Intensity of Use of L. C. L. Freight Stations 162 

Handling of Local L. C. L. in St. Louis-East St. Louis District 169 

Suggested St. Louis Location for Freight Houses of East Side Lines 172 

Connecting Line L- C. L 181 

Multiple Level Freight Houses and Warehouses 185 

Platform Trucks in Freight Houses 190 

Method for Handling to and from Railroad Stations 191 

Motor Trucks - 191 

Demountable Truck Bodies 191 

Container System 194 

Columbia Terminal's Tractor and Trailer System of Freight Handling at St. Louis and East St. 

Louis - 194 

Motor Trucks, Trailers and Containers Abroad 196 

Bibliography of Motor Truck, Trailer and Container System of Freight Handling 196 



TABLE OF CONTENTS vii 

GRADE CROSSINGS 197 

Railroad Grade Crossings 197 

Grade Crossings of Railroads and Streets 202 

RIVER TRANSPORTATION 205 

St. Louis and East St. Louis River Front 205 

River Traffic and Equipment 205 

River Policy of U. S. Government 207 

Volume of River Freight 207 

River Terminal Facilities 209 

North Market Street Municipal Dock 211 

Improvement of St. Louis River Front 215 

ELECTRIFICATION 219 

Investigations and Conclusions as to Electrification in Chicago 220 

Summary of Conclusions With Reference to the Electrification of Railroad Terminals in Chicago.. ..220 

UNIFICATION OF RAILROAD TERMINALS 225 

General Discussion 225 

Railroad Study in Chicago 233 

APPENDICES— 

Appendix "A" — Copy of Questionnaire 234 

Appendix "B" — Tabulation of Answers to Questionnaire 238 

Appendix "C" — Freight House Operating Schedules 250 

Appendix "D" — Freight House Data - 253 

Appendix "E" — Present Method of Carload Interchange 271 

Appendix "F" — Time Studies 321 

Appendix "G" — Proposed Carload Interchange Through Outer Group Yards 336 

Appendix "H" — Memoranda Reference, St. Louis Municipal Bridge -361 



LIST OF TABLES 



Table 

No. 
I. 

II. 

III. 

IV. 

V. 

VI. 

VII. 

VIII. 

IX. 

X. 

XI. 

XII. 
XIII. 
XIV. 

XV. 

XVI. 
XVII. 

XVIII. 

XIX. 

XX. 

XXI. 

XXII. 

XXIII. 

XXIV. 

XXV. 
XXVI. 

XXVII. 
XXVIII. 

XXIX. 

XXX. 



Title Page 

Population — St. Louis-East St. Louis Indust-ial District 7 

Population of Cities, Towns and Incorporated Villages — 1920 7 

Number of Passenger Trains of Each Railroad 40 

Increased and Decreased Distances and Annual Passenger Train Mileage — Plan A 43 

Increased and Decreased Distances and Annual Passenger Train Mileage — Plan E 44 

Business Transacted at St. Louis Union Station 52 

Statistical Comparison Between Present and Proposed Union Station Facilities 59 

Summary of Average Number of Days Consumed in Handling Freight Cars 118 

Number and Percentage of Industries Served by Each Railroad in District 119 

Number and Percentage of Industries Served by Each Railroad on Each Side of River 119 

Number and Percentage of Cars Loaded and Unloaded at Industries and Team Tracks in 

Various Parts of the City— October, 1920 122 

Number of Carloads of Freight Handled— October, 1920 122 

Number of Loaded and Empty Cars Crossing the River — October, 1920 122 

Number of Carloads Handled by Each Railroad Local to its Own Terminals and in Inter- 
change—October, 1920 ; 124 

Number of Carloads Passing Through Locations' of Proposed Group Yards and Railroads 

Convenient to Each Group Yard 133 

Number of Carloads Passing Between Proposed Group Yards 135 

Comparative Car Miles of Loaded and Empty Freight Cars Handled in October, 1920, by 

Present and Proposed Methods of Switching 139 

Team Tracks on Each Side of River and Daily Number of Cars to Same — October, 1920 141 

Team Track Locations — Capacity and Description 143 

Railroad Freight Houses in St. Louis and East St. Louis 155 

Tons of Local and Connecting Line L. C. L. Freight Handled by Each Road — Week of October 

18-23, 1920 ...155 

Amount and Distribution by Zones of Local L. C. L. Freight Handled at Each Freight 

House— Week of October 18-23, 1920 ..Facing 156 

Amount and Distribution in Fewer Number of Zones of Local L. C. L. Freight Handled at 

Each Freight House— Week of October 18-23, 1920 Facing 156 

Distribution of Local L. C. L. Freight Among Assembling and Distributing Agencies for Each 

Railroad— Week of October 18-23, 1920 157 

Amount of L. C. L. Freight Handled Across River— Week of October 18-23, 1920 162 

Amount and Intensity of Local L. C. L. Freight Handled in Various Parts of St. Louis — Week 

of October 18-23, 1920 162 

Tonnage Handled, Freight House Areas and Intensity of Use of L. C. L. Freight Stations..... 167 

Amount and Percentage of L. C. L. Freight Handled by Dray and Trap Cars — Week of 

October 18-23, 1920 - 169 

Tons of Connecting Line L. C. L. Freight Moved Across and on Each Side of River — Week of 

October 18-23, 1920 183 

Tons of Connecting Line L. C. L. Freight Interchanged Between Railroads by Dray and Car — 

Week of October 18-23, 1920 Facing 184 



LIST OF ILLUSTRATIONS 

Figure 

No. Title Page 

1. St. Louis Union Station Frontispiece 

2. Railroad Lines in Vicinity of St. Louis, Mo. -East St. Louis, 111 6 

(Original, 4i'/ 2 "x57yi"; scale, 1 inch=l mile.) 

3. Relation of St. Louis to Various Centers of Production and Distribution . 9 

(Original, 10J^"xl5".) 

4. Number of Days Required to Make Delivery of Merchandise from St. Louis to Principal Cities in 

United States 10 

5. Railroad Systems That Enter St. Louis Upon Their Own Rails 14 

(Oiiginal, 21"x30".) 

6. Railroad Map of St. Louis, Mo. -East St. Louis, 111., and Adjacent Territory 22 

(Original, 53"x59"; scale, 1 inch=2,000 feet. Printed Map, 20"x2iyi"; scale, 1 inch=l mile.) 

7. Profiles and Alignments of the Four Bridges Crossing River at St. Louis 24 

(Original, 2Zy 2 "xi\ l / 2 " ; scales, hor. 1 inch=800 feet. ver. 1 inch=80 feet.) 

8. Location of Merchants and McKinley Bridges 26 

9. West Entrance to McKinley Bridge — Ninth and Salisbury Streets 27 

10. Location of Eads and Municipal Bridges 28 

(Original, 18"x34"; scale, 1 inch=800 feet.) 

11. West Entrance to Eads Bridge — Third Street and Washington Avenue 30 

12. Elevation of Eads Bridge 31 

13. Elevation of Municipal Bridge 31 

14. West Entrance to Municipal Bridge — Seventh Street near Chouteau Avenue..... 32 

15. Proposed Connections at West End of Municipal Bridge 33 

16. Proposed Connection with Alton & Southern R. R. at East End of Municipal Bridge 35 

(Original, 20"x50" ; scale, 1 inch=40 feet.) 

17. Proposed South Approach to Municipal Bridge Facing 36 

(Original, Printed Map, ll"x40y 2 "; scale, 1 inch=500 feet. 

18. Proposed Connections to Municipal Bridge at Valley Junction Facing 36 

(Original, 30"x60" ; scale, 1 inch=100 feet.) 

19. Profiles of Connections to Municipal Bridge at Valley Junction Facing 36 

(Original, 30"x52" ; various scales.) 

20. Location of Proposed Connection Between Relay Depot and Municipal Bridge 37 

21. Profiles and Alignments of Eads and Municipal Bridges Facing 38 

(Original, 21"x44!^"; scales, hor. 1 inch=400 feet, vert. 1 inch=20 feet.) 

22. Rerouting East Side Passenger Trains — Plan A Facing 42 

23. Rerouting East Side Passenger Trains — Plan E - Facing 44 

24. Profiles — Proposed Elevated Passenger Tracks — Plan E Facing 44 

(Original, 22"x5S" ; scales, hor. 1 inch=400 feet, vert. 1 inch=20 feet.) 

25. Present Routes and Numbers of Passenger Trains 46 

(Original, 34"x45"; approx. scale of map, 1 inch=2,000 feet; scale of trains, 1 inch=50 trains.) 

26. Proposed Routes and Numbers of Passenger Trains — Plan A 47 

(Original, 34"x45"; approx. scale of map, 1 inch=2,000 feet; scale of trains, 1 inch=50 trains.) 

27. Proposed Routes and Numbers of Passenger Trains — Plan E 48 

(Original, 34"x45" ; approx. scale of map, 1 inch = 2,000 feet; scale of trains, 1 inch = 50 trains. 1 

28. Umbrella Train Shed— Washington, D. C 53 

29. Bush Train Shed — Ottawa, Canada , 53 

30. Outline of Balloon anad Bush Type Train Sheds - 55 

(Original, 8J4"xll".) 

31. Detail Cross Sections of Bush Type and Umbrella Train Sheds 56 

(Original, $y 2 "xll".) 

32. Midway — Union Station — Washington, D. C - - 57 

33. Present Railroad Facilities in Mill Creek Valley and Proposed Enlargement of Facilities Facing 58 

(Original of present Mill Creek Valley, 29V 2 "xl2l yi" : scale, 1 inch=200 feet; Printed Map, Il"x43j4"; 
scale, 1 inch=600 feet.) 

34. Approximate Outline of Switching Limits - 62 

35. Lines of Terminal Railroad Association of St. Louis - 64 

36. Carload Freight Diagram— A. & S. R. R 68 

(Original, 39"x53" ; approx. scale, 1 inch=2,000 feet; scale of cars, 1 inch=6,000 cars.) 
Note: Originals of Figs. 36 to 61 inch are same size and scale. 

37. Carload Freight Diagram— B. & O. R. R 70 

38. Carload Freight Diagram— C. & A. R. R - 72 

39. Carload Freight Diagram— C. B. & Q. R. R 74 

40. Carload Freight Diagram— C. C. C. & St. L. Ry 77 

41. Carload Freight Diagram— C. & E. I. R. R 79 



x LIST OF ILLUSTRATIONS 

Figure 

No. Title Page 

42. Carload Freight Diagram— C. P. & St. L. R. R - 81 

43. Carload Freight Diagram— C. R. I. & P. R. R , 83 

44. Carload Freight Diagram— E. St. L. & Sub. Ry 85 

45. Carload Freight Diagram— E. St. L. Jet. R. R 87 

46. Carload Freight Diagram — I. C. R. R 88 

47. Carload Freight Diagram — L. & M. Ry 90 

48. Carload Freight Diagram— L. & N. R. R 92 

49. Carload Freight Diagram — Mfrs. Ry 94 

50. Carload Freight Diagram— M. K. & T. Ry 96 

51. Carload Freight Diagram — Mo. Pac. R. R 98 

52. Carload Freight Diagram— M. & O. R. R 100 

53. Carload Freight Diagram — Perm. R. R 102 

54. Carload Freight Diagram— St. L. & O'F. Ry 104 

55. Carload Freight Diagram— St. L--S. F. Ry 105 

56. Carload Freight Diagram— St. L. S. W. Ry : 107 

57. Carload Freight Diagram— St. L. T. & E. R. R 109 

58. Carload Freight Diagram — Southern Ry 110 

59. Carload Freight Diagram— T. St. L. & W. R. R 112 

60. Carload Freight Diagram— Wab. Ry. (West) 114 

61. Carload Freight Diagram — Wab. Ry. (East).... 115 

62. Freight Handled In and Out of St. Louis-East St. Louis Terminals— 1920 120 

(Original, 8V 2 "xll".) 

63. Comparison of Freight Handled in 1910-1915 and 1920 121 

(Original, Sy 2 "xll".) 

64. Number and Distribution of Local Carload Freight — October, 1920 123 

65. Number of Carloads of Freight Handled by Each Road— October, 1920 125 

(Original, 8^"xll".) 

66. Classification Yards 126 

67. Interchange Points 128 

68. Composite Empty Car Diagram 130 

(Original, 39"x53" ; approx. scale, 1 inch'=2,000 feetjscale of cars, 1 inch=15,000 cars.) 

69. Composite Carload Freight Diagram 131 

(Original, 39"xS3"; approx. scale, 1 inch=2,000 feet; scale of cars, 1 inch=30,000 cars.) 

70. Proposed Grouping of Railroads in Outer Yards 134 

71. Composite Carload Freight Diagram — Proposed Rerouting 137 

(Original, 39"x53"; approx. scale, 1 inch=2,000 feet; scale of cars, 1 inch=30,000 cars.) 

72. Team Track Locations 142 

73. Capacity and Use of Team Tracks 143 

(Original, 854 "xll".) 

74. Number of Cars to Team Tracks for Inspection and Unloading 147 

(Original, 854"xll".) 

75. Capacity and Use of Hold Tracks 149 

(Original, 854 "xll".) 

76. Joint C. R. I. & P.-C. & E. I. and St. L.-S. F. Freight Station— North St. Louis 152 

77. C. B. & Q. Freight Station— North St. Louis 152 

78. Penn. Freight Station — East St. Louis 153 

79. C. & A. Freight Station— East St. Louis 153 

80. Location of Railroad Freight Houses 154 

(Original, Printed Map, 19"x2854"; scale, 1 inch=600 feet.) 

81. Key Map of Zones for Distribution of Local L. C. L. Freight 158 

82. Distribution by Zones of Local L. C. L. Freight— Week of October 18-23, 1920 159 

83. Distribution of Local L. C. L. Freight in 35 Zones— Week of October 18-23, 1920 160 

84. Distribution of Local L. C. L. Freight in 8 Zones— Week of October 18-23, 1920 161 

85. Distribution of Local L. C. L. Freight in 6 Zones— Week of October 18-23, 1920 163 

86. Intensity of Freight House Use — Tons Per Square Foot 164 

(Original, 854"xll".) 

87. Intensity of Freight House Use at Chicago 165 

(Original, 854"xll".) 

88. L. C. L. Freight Passing Through Freight Houses— Week of October 18-23, 1920 166 

(Original, 8^"xll".) 

89. Cars of Freight Loaded and Unloaded Daily at Freight Houses— Week of October 18-23, 1920 166 

(Original, 854"xll".) 

90. Intensity of Freight House Use — Tons Per Lin. Ft. of House Tracks 168 

(Original, 854"xll".) 

91. Car Capacity and Daily Use of House Tracks 169 

(Original, 854"xll".) 



LIST OF ILLUSTRATIONS xi 
Figure 

No. Title Page 

92. Car Capacity and Daily Use of House Tracks at Chicago 169 

(Original, 8^"xll".) 

93. Cost Per Ton for Handling L. C. L. Freight 170 

(Original, 8K"xll".) 

94. Present Railroad Facilities in North St. Louis and Proposed Enlarged Facilities Facing 172 

95. Occupancy of Land in North St. Louis Freight House District and Tentative Layout Showing Loca- 

tions in North St. Louis for Freight Houses' of East Side Lines Facing 172 

(Original of present North St. Louis Facilities, 25"xJ9"; scale, 1 inch=200 feet; Printed Map, ll"x37}^" ; 
scale, 1 inch=500 feet.) 

96. Comparative Distances Between St. Louis Business District and Present and Proposed Locations of 

Freight Houses 174 

(Original, 14"xl8".) 

97. Columbia Terminals Co. Universal Off Track Freight Station — Fourth and Spruce Streets 177 

98. Columbia Terminals Co. Universal Off Track Freight Station — Twelfth and Spruce Streets 177 

99. Locations of Columbia Terminals Co. Freight Stations — Inbound and Two-way Houses 178 

(Original, 18"x24"; scale, 1 inch=50 feet.) 

100. Locations of Columbia Terminals Co. Freight Stations — Outbound Houses 179 

(Original, 18"x24"; scale, 1 inch=50 feet.) 

101. Locations of Fidelity and Central Transfer Co.'s Freight Stations 180 

(Original, 18"x24"; scale, 1 inch=50 feet.) 

102. Connecting Line L. C. L. Freight Handled by Each Road— Week of October 18-23, 1920 181 

(Original, 8^"xll".) 

103. Connecting Line L. C. L. Freight Diagram 182 

(Original, 23"x32" ; map not to scale.) 

104. Types of Multiple Story Freight Stations 185 

105. Types of Multiple Story Freight Stations 186 

106. Tvpes of Multiple Story Freight Stations 187 

(Originals of Figs. 104, 105 and 106, 8^"xll"; scale, 1 inch=40 feet.) 

107. Warehouse Group — Los Angeles, California.— 188 

108. M. K. & T. Freight Station— North St. Louis 189 

109. St. L. S. W. Freight Station— North St. Louis 189 

110. Demountable Motor Truck Bodies — Cincinnati, Ohio — Loading Bodies 192 

111. Demountable Motor Truck Bodies — Cincinnati, Ohio — Placing on Motor Trucks 192 

112. New York Central Container Car — Ready for Shipping 193 

113. New Vork Central Container Car — Placing container on Motor Truck 193 

114. Tractor and Trailer Method — Columbia Terminals Co. — Loading Trailer 195 

115. Tractor and Trailer Method — Columbia Terminals Co. — Ready for Delivery 195 

116. Location of East St. Louis Freight Houses Showing Present Railroad Grade Crossings Between 

Relay and Bridge Junction ....198 

117. Proposed Exchange of Three Freight Houses' to Eliminate 6 R. R. Grade Crossings 199 

118. Proposed Rearrangement of East St. Louis Freight Houses Eliminating 16 R. R. Grade Crossings-200 

119. L. & N. Freight Station— East St. Louis ....201 

120. C. C. C. & St. L. Freight Station— East St. Louis 201 

121. B. & O. Freight Station— East St. Louis' 202 

122. Navigable Waterways in the Mississippi Valley 204 

(Original, 16^x23".) 

123. U. S. Government Upper River Tow Boat and Barges 206 

124. U. S. Government Lower River Tow Boat and Barges 206 

125. Log and Lumber Derrick — St. Louis River Front 208 

126. Southern Ry. Coal Dock— East St. Louis .....208 

127. Burlington Grain Elevator — North St. Louis. 210 

128. Direct Transfer of Freight — River-Rail — St. Louis River Front 210 

129. Old St. Louis Levee Scene 212 

130. North Market St. Municipal Dock 213 

131. Layout of North Market St. Municipal Dock .214 

(Original, 24"x81" ; scale, 1 inch=50 feet.) 

132. Present and Proposed Harbor Lines Above Merchants Bridge 216 

(Original, 21'x33" ; scale, 3 inches=l mile.) 

133. Proposed Ultimate Development of St. Louis Water Front 217 

(Original, 15"x21"; scales, bor. 1 inch=100 feet, vert. 1 inch=:50 feet.) 

MEMORANDUM 

Copies of illustrations appearing in this report may be obtained in the sizes appearing here and 
copies of drawings for which original sizes are shown in parenthesis in the preceding list may be obtained 
in original sizes, at cost, from C. E. Smith & Company, Consulting Engineers, 2073 Railway Exchange 
Building, St. Louis, Missouri. 



CONCLUSIONS AND RECOMMENDATIONS 



In arriving at the conclusions and recom- 
mendations enumerated below and discussed 
more in detail in this report, the Committee 
has endeavored to foresee and provide for the 
transportation needs of the St. Louis-East St. 
Louis Industrial District for a long period of 
years. Consequently the improvements con- 
templated by the recommendations are very 
extensive and cannot be consummated at once, 
nor in a short period of time. Some of the 
improvements should be undertaken imme- 
diately, others may not be required for several 
years. The improvements are so extensive 
that they must necessarily be extended over 
a considerable period of years. 

It is most important, however, that the va- 
rious affected interests agree upon definite 
plans and methods and that thereafter those 
plans and methods should be the goal toward 
which all improvements are directed. No 
step should be taken that would conflict with 
them. 

With that end in view a committee repre- 
sentative of the carriers and the public should 
be created to concern itself with the execution 
of these improvements in their logical order, 
and to study such further details as time and 
changing conditions may warrant, to the end 
that there may be established an ultimate plan 
and policy of gradual and economical im- 
provement of this terminal in harmony with 
its needs, and in harmony with other related 
physical improvements. 

Unification 

The principle of unification as applied to the 
St. Louis and East St. Louis terminals has 
been retained, as far as economically practi- 
cable, in reaching the conclusions and recom- 
mendations expressed herein. Passenger 
traffic is already unified. 

The Committee recommends the complete 
unification of the classification and interchange 



of cars which constitutes approximately 85 
per cent of the freight traffic. 

The Committee recommends that each rail- 
road continue to serve the territory local to its 
own terminals in the St. Louis-East St. Louis 
Industrial District. 

Mississippi River Bridges 

Passenger trains should, with the exception 
of the Wabash trains that use Delmar Station, 
be removed from the Merchants Bridge and 
from the congested freight terminals in North 
St. Louis. 

The Eads Bridge and tunnel should be 
abandoned for railroad traffic. 

The Municipal Bridge should be provided 
with approaches and connections at the follow- 
ing points : 

Eighth and Gratiot streets, St. Louis ; 

South approach to South St. Louis ; 

North approach to Relay Depot in East St. 
Louis ; 

North and south connections at Valley Junc- 
tion, East St. Louis ; 

Twenty-ninth street, East St. Louis. 

Passenger trains transferred from the Mer- 
chants and Eads bridges should be rerouted 
over the Municipal Bridge. 

The Municipal Bridge should be used for 
such freight as can be handled over it more 
expeditiously than over other Mississippi 
River crossings. 

The cities of St. Louis and East St. Louis 
and the railroads should negotiate for the ex- 
change of the use of the Eads and Municipal 
bridges to accomplish the following: 

(a) Upper decks of both bridges to be used 
for highway traffic free from toll ; 

(b) Lower deck of Municipal Bridge to be 
used for traffic of all railroads ; 

(c) Lower deck of Eads 1 Bridge to be used 
for street railway and interurban traffic ; 

(d) The Eads Bridge and tunnel to be aban- 
doned for steam railroad service. 



CONCLUSIONS AND RECOMMENDATIONS 



The McKinley Bridge has the capacity for 
handling a great deal more freight than at 
present. This bridge should be provided with 
additional approaches and connections with 
the tracks of the City of St. Louis and Termi- 
nal Railroad Association in Hall street, St. 
Louis, with the tracks of the Wiggins Ferry, 
the C. & A. and the Southern Belt at Venice, 
and with the tracks of the Terminal Railroad 
Association and other lines north and east of 
Madison yard. 

The communities on both sides of the river 
should negotiate with the owners of the Mc- 
Kinley Bridge for the elimination of tolls on 
the highway roadways. 

Rerouting East Side Passenger Trains 

Passenger trains using the Municipal Bridge 
should follow elevated routes through the con- 
gested freight terminals in the vicinity of Re- 
lay Depot, East St. Louis, connecting with sur- 
face tracks north of Bridge Junction, east of 
Relay Depot and south of Broadway, re- 
spectively. 

At the junction of the elevated routes near 
the intersection of Main street and Broadway, 
East St. Louis, a new East Side Union Station 
should be built. 

As a first step and as a part of the East Side 
approaches and elevated lines, a preliminary 
approach meeting surface tracks under the 
present Broadway viaduct should be con- 
structed, affording trains access to the Mu- 
nicipal Bridge. 

Extensions of Merchants Bridge Elevated 

The Merchants Bridge Terminal elevated 
structure should be extended from its pres- 
ent terminus north along the river front, cross- 
ing North Market street overhead and connect- 
ing with the surface tracks of the C. B. & Q. 
and the City of St. Louis tracks, used by the 
Terminal Railroad Association. 

Passenger trains of the C. B. & Q. and the 
M. K. & T. should be removed from the con- 
gested surface tracks in the North St. Louis 
freight district and operated over the north ex- 
tension of the Merchants Bridge elevated 
tracks. 



The Merchants Bridge Terminal elevated 
structure should be extended south to cross 
Rutger street overhead and to connect with 
the tracks of the Missouri Pacific and of the 
City of St. Louis, used by the Terminal Rail- 
road Association in South St. Louis. 

Elevated connection should be built at the 
river front between the south extension of the 
elevated and the Mill Creek Valley portion of 
the elevated. 

The elevated tracks should be used for 
freight trains between North St. Louis, South 
St. Louis and the Mill Creek Valley. 

The Poplar street track of the Missouri Pa- 
cific should be taken up between Seventh 
street and the river front when the traffic now 
handled over that track can be handled over 
the Merchants elevated tracks, extended to 
South St. Louis. 

Mill Creek Valley and Union Station 

The railroads should acquire all property 
south of the Missouri Pacific in Mill Creek 
Valley as far as Gratiot street. 

The Missouri Pacific yards should be relo- 
cated on the property thus acquired. 

With the additional space thus provided the 
approaches to the Union Station and the rail- 
road facilities in the Mill Creek Valley should 
be enlarged as follows : 

Station tracks should be lengthened ; 

Approach curves should be flattened ; 

Engine facilities should be moved west of 
the station ; 

All yards for passenger train cars should be 
moved west of the station; 

A train yard for making up and breaking up 
passenger trains should be provided west of the 
station ; 

The inbound baggage room should be en- 
larged ; 

The express buildings should be rebuilt 
nearly double their present size ; 

New and enlarged facilities for handling 
mail and parcel post should be provided ; 

Additional tracks for handling mail, express 
and other head end cars should be provided ; 

At such time as the present train shed re- 
quires renewal it should be replaced by a mod- 
ern train shed of the Bush type or umbrella 
type ; 

Station platforms should be widened and 
paved ; 



CONCLUSIONS AND RECOMMENDATIONS 



The midway should be widened ; 

Twentieth street, south of Market street, 
should be moved west to line up with Twen- 
tieth street, north of Market street, which will 
give 140 feet additional Union Station frontage 
on Market street; 

The widening of Market street and the mak- 
ing of two blocks in front of Union Station into 
a plaza, as in the ordinance recently passed by 
the Board of Aldermen, should be carried out ; 

A suburban station should be constructed, 
facing Market street between Seventh and 
Ninth streets ; 

Automobile unloading platforms should be 
provided near Compton avenue, adjoining the 
automobile district. 

Classification and Interchange of Carload 
Freight 

The present system by which each road 
classifies its own inbound freight for direct de- 
livery to each railroad with which it connects 
should be changed and the interchange of 
freight between railroads should be completely 
unified. 

The present system of individual yards of 
all railroads and clearing yards of the Termi- 
nal Railroad Association should be developed 
as a system of outer group yards as follows : 

Yard No. 1, North: Yard No. 2, Near Madi- 



of Granite City : 


son : 


C. & A. 


I. C, north. 


C. C. C. & St. L. 


L. &M. 


C. & E. I. 


T. St. L. & W. 


C. B. & Q., north. 


St. L. T. & E. 


Wabash, east. 




C. P. & St. L. 




Yard No. 3, East 


Yard No. 4, East of 


of Willows : 


Valley Junction : 


Pennsylvania. 


Sou. 


B. &0. 


St. L. & O. R. 


L. &N. 


I. C, south. 


C. B. & Q., east. 




St. L. & O'Fallon. 




E. St. L. & Sub. 




Yard No. 5, at Dupo : 


Yard No. 6, North St 


Mo. Pac. 


Louis : 


M. & O. 


M. K. & T. 


St. L. S. W. 


C. B. & Q., west. 




Wabash, west. 




C. R. I. & P. 


Yard No. 7, West 


Yard No. 8, Near west 


Ivory : 


City limits : 


Mo. Pac. 


Mo. Pac. 




St. L.-S. F. 



All inbound trains with the exception of 
cars for local delivery on the carrying rail- 
road should arrive at and be classified in 
these outer group yards. 

All outbound trains should be made up in 
outer group yards or in outer yards of indi- 
vidual railroads adjacent thereto. 

Each railroad should continue to serve as 
heretofore its local terminals, including its 
freight houses, team tracks and industries. 

The railroads should appoint an outer 
group yard and transfer committee, consist- 
ing of representatives of all the railroads, to 
work out the details, to the end that the pres- 
ent system may be superseded by the new 
and improved system as soon as possible. 

Team Tracks 

The Terminal Railroad Association should 
build additional universal team tracks for the 
business of all railroads along the following 
lines : 

Wabash between Grand avenue and Forest 
Park; 

Missouri Pacific and St. Louis-San Fran- 
cisco between Grand avenue and Maplewood; 

Missouri Pacific, along the Oak Hill 
branch, and South St. Louis river front; 

Individual railroads, including the Termi- 
nal Railroad Association, should add to their 
team track facilities where most needed by 
their shippers. 

In particular the Terminal Railroad Asso- 
ciation should enlarge its team track facili- 
ties in the Mill Creek Valley in the vicinity 
of Sixteenth street and Clark avenue, at 
Compton avenue contiguous to the automo- 
bile market, and from Tyler street to Chou- 
teau avenue along the river front. 

Coal dealers using public team tracks 
should be compelled to provide facilities for 
unloading coal promptly on its arrival. Pub- 
lic team tracks should not be assigned to coal 
dealers who use cars as storage bins from 
which coal is unloaded by hand into wagons 
as sold. 

Team tracks should be so located as to 
keep out of the congested districts freight 
that can be handled outside. 



CONCLUSIONS AND RECOMMENDATIONS 



Each i railroad should make an intensive 
study of business handled over team tracks 
for a year of heavy business, noting particu- 
larly the origin and destination of team track 
freight in the St. Louis-East St. Louis Dis- 
trict, proper locations and capacity of team 
tracks should be determined from that study, 
and thereafter the necessary team tracks be 
built as quickly as possible in the proper lo- 
cations. 

L. C. L. Freight 

The building of on track freight stations in 
St. Louis for the East Side lines is not recom- 
mended at this time. 

In the event East Side lines build freight 
houses in St. Louis in the future, the most 
desirable location is in the present North St. 
Louis Freight House District. 

The present system of universal off-track 
freight stations of transfer companies should 
be extended and enlarged. 

Additional off-track freight stations should 
be built at locations where there is sufficient 
freight to justify. Service through these sta- 
tions should be equal to that of the on-track indi- 
vidual freight stations. 

Grade Crossings 

The delay and congestion in the vicinity of 
Relay Depot on account of numerous rail- 
road grade crossings should be reduced by de- 
creasing the number of railroad grade crossings. 

As a first step the railroads should exchange 
the freight houses of three railroads as fol- 
lows : 

L. & N. to use C. C. C. & St. L. house; 

B. & O. to use L. & N. house ; 

C. C. C. & St. L. to use the B. & O. house. 
By this means the following grade cross- 
ings would be eliminated : 

C. C. C. & St. L. crossing L. & N. ; 



C. C. C. & St. L. crossing Eads Bridge 
tracks ; 

C. C. C. & St. L. crossing B. & O.; 

C. C. C. & St. L. crossing Pennsylvania ; 

B. & O. crossing Pennsylvania; 

B. & O. crossing Eads Bridge tracks. 
As a final step the frieight houses north of 
the Pennsylvania should be rebuilt along 
north and south lines, which will eliminate 
more grade crossings. 

Each railroad should study its highway 
grade crossing problems in the St. Louis-East 
St. Louis terminals with representatives of the 
various communities ; general plans should be 
agreed to for the future elimination of such 
crossings as it seems desirable to eliminate 
at some future time, and thereafter in locating 
industries and making improvements, nothing 
should be done by either the railroads or the 
communities that would make it more difficult 
to eliminate any grade crossings. 

River Front Development 

The North Market Street Municipal Dock 
should be completed according to the plans 
for its ultimate development as rapidly as the 
requirements of the river traffic necessitate. 

The Mississippi River harbor lines should 
be moved east, south of the Municipal Bridge. 

The Mississippi River should be straight- 
ened north of the Merchants Bridge. 

Electrification 

The complete elimination of steam locomo- 
tives' from the railroad terminals of St. Louis 
and East St. Louis for smoke abatement is not 
under present-day conditions necessary. 

The complete electrification of the railroad 
terminals of St. Louis and East St. Louis is 
financially impracticable. 



THE ST. LOUIS -EAST ST LOUIS 
INDUSTRIAL DISTRICT 



The St. Louis-East St. Louis Industrial Dis- 
trict comprises an area in Missouri and Illi- 
nois about twenty-five miles square, of which 
the cities of St. Louis, in Missouri, and East 
St. Louis, in Illinois, occupy most nearly the 
central position. Its boundaries are a line 
east and west through Alton, 111., on the 
north, the bluff skirting the American Bot- 
toms in Illinois on the east, the Meramec 
River, in Missouri, on the south, and a line 
drawn north and south through St. Charles, 
Mo., on the west. 

The Mississippi River courses in a north 
and south direction through the central east- 
ern section of the district, and is the boun- 
dary line between the States of Illinois and 
Missouri. Of the approximately 625 square 
miles within the district, about 225 are in 
Illinois and 400 in Missouri. The Illinois 
side consists of what is known as the Great 
American Bottoms, a low, level, fertile area, 
bounded on the east by bluffs of rock over- 
laid with clay about one hundred feet above 
the Bottoms. The Missouri side is an undu- 
lating surface of gently rolling hills, rich val- 
leys and plains, sloping gradually to the Mis- 
sissippi. 

Within the St. Louis Industrial District 
lives a population in excess of 1,000.000 (U. 
S. Census, 1920). The population has in- 
creased about 50 per cent since 1900, when 
there was a population of but 690,600. This 
vast population lives within a centrally lo- 
cated group of cities on either river bank, ap- 
proximately 135,000 living in Illinois and 875,- 
000 in Missouri. 

There are numerous political subdivisions 
that do not encourage or facilitate easy ad- 
justment of problems essentially common to 
the district as a unit. The state line, passing 
through the center of the district, is most un- 



fortunate and invites diversity of interests. 
The Illinois side is bisected by a county line. 
In Madison County to the north and in St. 
Clair County to the south are respectively 
five and four townships, seven and five cities 
and incorporated villages. The Missouri side 
of the district has even more numerous po- 
litical subdivisions. The City of St. Louis oc- 
cupies a central area, elliptical in shape, 62 
square miles in area and having a river front- 
age of 19 miles. The remaining area com- 
prises St. Louis County (of which St. Louis 
is not a part) and within which are to be found 
14 cities, towns and incorporated villages. 
The distribution of population throughout the 
district is shown in the following tables ; the 
principal subdivisions are shown on maps ac- 
companying this report. 

East St. Louis (66,740 population 1920 U. 
S. Census) is the nucleus of a number of rap- 
idly growing satellite cities on the Illinois 
shore of the Mississippi River. The rapidity 
of development on the Illinois side may be 
judged from the fact that the present total 
population of 135,000 represents an expansion 
of about 250 per cent in twenty years, there 
having been a population of but 40,000 in 
1900. From the time of the first settler on 
the Illinois side — Richard McCarty — who 
came in 1765 — periodic floods prevented ex- 
tensive developments until about 1900. The 
worst of these floods came in 1844 when a 
steamboat is reported to have traversed the 
entire distance of seven miles from the Mis- 
sissippi to the Bluffs. 

East St. Louis early became the principal 
river crossing point in this vicinity. Here 
products from the surrounding section of Illi- 
nois were ferried to St. Louis where they 
found a ready market. The first ferry was 
established by Captain James Piggott in 1797. 




S U R I: 



5T L0U15 CO <g-'-'"f*%, 






*** 



|\ % / S*w 

on */ ^-D?R a 



>K 







*>"£ 







I / 




to 








C R 1 iA 




3 






-Sar ^ 

















\Clavton 




1 








\ 








*"""ijr,. 






■ mo_p££- 


















2 




iifi 


MAPLE, 


\vooo 










WEBSTER GROVES.* — 














KW00O / ^^ 

^-Nfe \ 


)\ 




,s # 


/y&f' V //ft 
/ /ft/ /Z 8* 

¥ c 



/eS. 



yy^^^ & ^-tY COLLINSVILLE/ 

■^^ ^/ "j _/_MADISON__CO.. 

._ j - 7'^stcl"air' co. 



cs >9fe: 



LEBANON 



iSTH 5UB S7 OFALLON 



<^ 






_ 5T LOUIS _C0_ 
JEFFERSON CO. 

NAMES Or RAILROADS ABREVIATI0N5 

501/THEBN 1 



CONTINCNTAp\ / E(Te nSONft 
-* BARRACKSV: 



iiP-tEV,. 



A/\ 



-U_&N| 



SOUTHWCSTeAN 
C"rCA60 PEORift 8 STUNK 

Illinois TtOMiNAL rh 



t«8,5TLOUIS«T CCCMfLVs. 



■jeS. 



1 " . TWOVa IA5TERN R I 



tew 



■tfc°5 



500 

T-RJM 

T5T iife%,l. 







*4 i& 



IrREEdURG 

MAP OF 
RAILROAD LINES in VICINITY 

.-/. OF 

%% ST. LOUIS, MO.-E AST ST.LOUIS.ILL. 









1021 

5 MILES 

"scale 

C E SMITH & CO CONSULTING ENGINEERS 



Fig. 2— Railroad Lines in Vicinity of St. Louis. Mo.,-East St. Louis, 111. 

6 



ST. LOUIS-EAST ST. LOUIS INDUSTRIAL DISTRICT 

TABLE I— POPULATION ST. LOUIS-EAST ST. LOUIS AND INDUSTRIAL DISTRICT. 

1920 

City of St. Louis, Mo 772,807 

St. Louis County, Mo 100,737 

St. Clair County, 111. — 

Canteen. Township 3,151 

Centerville Township 3,132 

East St. Louis Township 66,740 

Sugar Loaf Township 2,819 

Madison County, 111. — 

Alton Township 24,682 

Chouteau Township 818 

Nameoki Township 10,833 

Venice Township 10,230 

Woodriver Township 8,793 

Madison Village (not included in Venice and Nameoki Villages as 

shown) 4,996 



1,009,828 



1910 


1900 


687,029 


575,238 


83,417 


50,040 


777 




1,940 


4,795 


58,547 


-29,655 


1,702 


1,185 


17,828 


15,241 


768 


875 


6,050 


2,834 


14,421 


6,335 


6,579 


4,402 



878,058 



690,600 



The Wiggins Ferry, of subsequent fame, was 
established in 1818, steam power first being 
installed in 1828. In 1836 the first railroad in 
Illinois was constructed by the Illinois and 
St. Louis Coal Company from East St. Louis Merchants, the Municipal and the McKinley have 



railroads from the north, east and south, 
whose vast terminals and rights-of-way were 
usually constructed above the ordinary flood 
stage. Four additional bridges — the Alton, the 



TABLE II— POPULATION OF CITIES, TOWNS AND INCORPORATED VILLAGES. 



1920 



City of St. Louis, Mo 772,897 

St. Louis County, Missouri : 

Bridgeton Town 121 

Clayton City 3,028 

Fenton Village 146 

Ferguson City _ 1,874 

Glendale Town 749 

Kirkwood City 4,422 

Maple wood City 7,431 

Richmond Heights City 2,136 

Shrewsbury Town 845 

St. Ferdinand City 682 

Uniondale City 1,315 

University City 6,792 

Valley Park City _ 899 

Webster Groves City _ 9,474 



St. Clair County, Illinois : 

Brooklyn Village 1,685 

Dupo Village 1,393 

East Carondelet Village 311 

East St. Louis City _ 66,740 

National City Village _ 426 

Madison County, Illinois : 

Alton City ,.. 24,682 

East Alton Village 1,669 

Granite City 14,757 

Madison Village 4,996 

Nameoki Town 1,181 

Venice City 3,895 

Wood River Village 3,476 



937,012 



to coal mines on the Bluffs. Horsepower was 
the means of locomotion. During this period 
the railroads from the east commenced the 
building of their lines to the east bank of the 
Mississippi River at East St. Louis. They 
naturally built to the ferry landings. 

The Eads Bridge, the second structure to 
span the Mississippi, was completed in 1874. 
As all railroads were built to reach this bridge the 
river front of East St. Louis was pre-empted by 



since been built across the river within the 
district. The Stock Yards were established in 
1872. 

The year 1900 marked the turning point in 
the history of the east side. In this year was 
created the East Side Levee and Sanitary Dis- 
trict, which, with ample taxing powers, in the 
twenty years of its existence has done much 
to relieve flood troubles, and with the comple- 
tion of its present plans and program will have 



8 



ST. LOUIS-EAST ST. LOUIS INDUSTRIAL DISTRICT 



eliminated flood trouble and released for in- 
dustrial use an almost unlimited acreage, low 
in cost and ideally suited for industrial enter- 
prises. 

The Missouri side of the river, being high, 
well drained and easy of access, quite naturally 
was the seat of early development and subse- 
quent greatest growth. Here Laclede and 
Chouteau first established a trading post in 
the spring of 1764. Trade with the Indians 
was not sufficiently great to produce marked 
increase in population so that 40 years later, 
at the time of the Louisiana purchase, St. 
Louis had a population of but 1,000 people. 
The first charter was granted to St. Louis in 
1823 when the city's estimated population was 
5,500 people, and it was not until the two 
decades preceding the Civil War that St. 
Louis' greatest increase in population oc- 
curred, the census of 1870 giving a total of 
310,864 persons. 

While St. Louis has enjoyed a steady in- 
crease in growth since the Civil War period, 
there is no doubt that but for the Civil War 
there would have been developed here the 
greatest of America's inland cities, for here 
was the natural railroad center of the .Middle 
West and the logical central western railroad 
terminus of the trans-continental railroads. 
Preceding the Civil War, St. Louis was the 
largest city in the United States west of the 
Atlantic Seaboard, but being within the war 
zone, the principal trans-continental railroads 
then being built were quite naturally shunted 
to the north and Chicago soon afterwards 
rapidly passed St. Louis. 

Up to 1900 the growth of St. Louis had been 
usually within the city limits ; whenever de- 
velopment outdistanced the boundaries prior 
to 1876 these were soon extended sufficiently 
far to include all outside growth, but they 
have not been extended since 1876. Since 
1900 the increased population of St. Louis has 
found accommodation chiefly outside the city 
limits, either in St. Louis County or in East 
St. Louis, Illinois. St. Louis County increased 
in population from 50,000 in 1900 to 100,000 in 
1920. 

A casual knowledge of the St. Louis Indus- 



trial District will soon reveal the unity of the 
area despite the variations in topographic for- 
mations and numerous political boundaries. 
The greater growth on the west bank of the 
river with subsequent scarcity of readily avail- 
able cheap industrial property is directly re- 
sponsible for the quite rapid growth of the 
east side cities. The heavier forms of industry 
requiring large, low cost acreage tracts near 
the Illinois coal fields have found admirable 
locations in the vast level lands on the East 
Side away from the center of population where 
they will not offend with odors, smoke and 
noise. 

The St. Louis District was known essen- 
tially as a distributing center, but due to its 
position and its nearness to a great many raw 
materials, it has become one of the great in- 
dustrial districts of the United States. It must 
continue to grow, and rapidly because it has 
the one great factor of industrial strength, 
diversity of industry. 

Within a radius of 150 miles are the centers 
of horse and mule, cattle, hog, corn and farm 
production. Within a radius of 300 miles are 
the centers of lead and zinc and oat production 
and the center of population of the United 
States. Just beyond the 300 mile radius are 
the wheat and cotton centers and the geo- 
graphical center of the United States. 

A circle with a radius of 10 miles intersects 
30 railroad lines. The favorable position oc- 
cupied by the district from a railroad stand- 
point is well indicated by the map accompany- 
ing this report, showing parts of the United 
States and Canada to which merchandise can 
be delivered in a few days. One day to Chi- 
cago, Cincinnati, Nashville and Kansas City; 
two days to St. Paul, Pittsburgh, Mobile and 
Omaha ; three days to Duluth, New York City, 
New Orleans, and Fort Worth, four days to 
Northern Michigan and Canada, Boston, 
Florida, San Antonio and Denver. 

It is at once the central raw material market, 
the manufacturing center, and the center of 
distribution. Of the natural resources of the 
district little has been said. In addition to the 
rich agricultural resources an abundance of 
limestone is available for various uses, and, 



NOETH DAKOTA 



fpERIOl 



• SIS&1ARK 



FARGO • 



i 



SOUTH DAKOTA 

• PIERRE 



<o 



I ALLIANCE 

NEBRASKA 



4* SIOUX CITY 

IOWA 



.Jf" ©LANSING 
JACKSQH 



OMAHA 
• HASTINGS. 



DAVENPORT «*_, CHICAGO* 

'EAT JROCK ISLAND 

IS/CENTER r^ 

" ggofctf CENTER 



KEOKUK . 

MIC CENTCi 




GEOGRAPHICAL JS 
CENTER 



8, 



<0 



HOG CENTER®! C ^TE E <T 



fortSvvayne • /? 



OHIO 



o* 



.«»» 



PEY4N- 



ptTTSBUBS 



KANSAS CITY 



• ST.LOUIS 

OF FARM, 

PRODUCTION .SPRINGFIELD 



KANSAS ^ 

wichita* ^° CENTER |0F FARM, ® 



MISS 

JOPLIN >3 

LEAD AND 



TULSA* 



OKLAHOMA 

OKLAHOMA CITY 



El ® H 

CEjKtE 



gW CENTER 
VKEttfUClW 



MULE 



ZINC CENTER 



) MEMPHIS /AT" 



LITTLE ROCK 



FOET 
SMITH 

ARKANSAS 

COTTOJsl Q. 

CENTER / 5j 



V 



DALLAS* 



&HREVEPORT 



FULTON 



MONROE 



BIRMINGHAM 

>" 

Y*- MONTGOMERY 



POPULATIONS^ ' 

LEXINGTON \ C^ y v \t>N 

MOR-TVA 
c ^OUHfN 



# rome \r;AEOL\HAj 

.ATLANTA ^charlesto, 

GEORGIA 

SAVANNAH 



TEXAS 



AUSTIN ( 




HOUSTON 
GALVESTON 



PREPARED FOR ENGINEERS COMMITTEE 
INVESTIGATING ST.LOUIS, EAST ST.LOUIS RAILR6AD TERMINALS 
C.E.SMITH a CO. ST.LOUIS, MO. 

CONSULTING ENGINEERS. 



MAP SHOWING 
RELATION OF ST. LOUIS TO VARIOUS 
CENTERS OF PRODUCTION AND DISTRIBUTION 



100 



too 



200 300 400 MILES 



SCALE 

mi 



Fig. 3 — Relation of St. Louis to Various Centers of Production and Distribution. 

9 




10 



ST. LOUIS-EAST ST. LOUIS INDUSTRIAL DISTRICT 



11 



with shales also found in abundance, is used 
for the manufacture of Portland Cement. In 
this district is to be found one of the finest 
rire clay deposits, from which is made great 
volumes of brick, tile, pipe, terra cotta and 
similar products. Sand and gravel are found 
in great abundance and of excellent quality. 

The greatest of the raw materials here 
found, however, is the coal of Southern Illi- 
nois. From the mines, at our very door, is 
produced more than one-twentieth of the total 
coal supply of the world. After years of 
patient effort and success, a process for coking 
the coal has been found and a $10,000,000 
plant for this purpose has recently been com- 
pleted and put in operation. The significance 
of this industry can be judged in its relation 
to the future development of the iron and steel 
industry alone when it is realized that the 
Illinois mines contain greater deposits of 
coking coal than the combined fields of Con- 
nellsville, which supplies Pittsburg, and the 
Birmingham district. Of further great sig- 
nificance is the relation which this industry 
will bear to the development of our drug and 
chemical industries through the infinite de- 



rivatives obtained from the coal tar by-prod- 
ucts. This district has a great future as an 
iron and steel center as coke and iron ore can 
be assembled here at less cost than at Pitts- 
burgh. 

The district is conservative in thought and 
action. Its conservatism has been an asset 
and has preserved its distinctive character and 
its well known financial stability. Within the 
past few years there has been a deliberate 
effort in St. Louis and East St. Louis to plan 
for future growth. City plans for the develop- 
ment of a well co-ordinated street system, 
transit facilities, recreation grounds, etc., have 
been prepared and numerous measures under- 
taken. None of these studies has yet compre- 
hended the entire Industrial District, largely 
because of want of jurisdiction. 

It is peculiarly significant therefore, that 
this, the first comprehensive study of the en- 
tire district treats of railroad transportation, 
the basic factor in any scheme of development. 
This study, it is hoped, will be the forerunner 
of a series of similar planning studies of this 
important industrial area. 



HISTORY OF RAILROAD DEVELOPMENT 



St. Louis was founded long before the de- 
velopment of the steam railroad, and, for good 
topographical reasons, upon the west bank of 
the river, the site selected being the first high 
rolling ground south of the junction of the 
Missouri, Mississippi, and Illinois Rivers, 
then the only means of transportation in a 
large part of the Middle West. 

The railroad development of the United 
States beginning on the Atlantic seaboard, 
proceeded generally along east and west lines, 
and reached the Mississippi, opposite St. 
Louis in the early fifties of the last century. 
The lines were built to the river bank at right 
angle thereto, and as close to the ferry land- 
ings as possible, which accounts for the loca- 
tion of numerous yards side by side in East 
St. Louis. 

Simultaneously with the development on 
the east side, railway construction began in 
St. Louis with what is now the main line of 
the Missouri Pacific, a short section of which 
was opened for traffic in 1852. 

The West was at that time an undeveloped 
region and the business of the City was with 
the eastern part of the country ; thus St. Louis 
had its railways located in another state, sep- 
arated by a great river without bridges, and 
it is owing to the disadvantages of this physi- 
cal, and political situation that a large part of 
the subsequent transportation difficulties of 
the City are due. 

A full twenty years elapsed before the river 
was bridged, and in that time the railway ter- 
minals and trunk lines had taken shape upon 
their present locations. There had been many 
years of agitation for a bridge. The ferries, 
upon which the commerce of the City had to 
be handled to and from the east side, were 
slow and often interrupted by ice. 

The great genius and untiring energy of 
Captain Eads was finally rewarded by the 



successful opening of the magnificent struc- 
ture which bears his name, July 4, 1874. 

There had been powerful opposition to the 
construction of a bridge. The steamboat in- 
terests opposed it. Their opposition had much 
to do with the location of the structure. Cap- 
tain Eads, a river man himself for a number 
of years, fully appreciated the importance of 
their opposition. In his report on the bridge 
and concerning its location, he says : 

"As a matter of convenience to the marine 
interests, the location at Washington avenue 
must be deemed judicious. It is idle to talk 
of bridging the river and planting piers in its 
channel without obstructing navigation. No 
matter how wide the spans may be, every pier 
that is placed in the river is an obstruction cal- 
culated to create danger and cause anxiety to 
those who navigate it. By the location at 
Washington avenue, the wharf is nearly 
equally divided above and below the bridge. 
This will make it unnecessary for the steamers 
trading on the upper river to pass under the 
structure, whilst those engaged on the Ohio 
and the lower rivers will seldom be required 
to pass above it. 

"If the bridge were located in the upper por- 
tion of the city, all of the upper river boats 
would have to pass and repass it every trip. 

"From all these facts, I feel confirmed in 
asserting that at no other location could the 
bridge be erected so cheaply ; at no other 
would its revenue be so great ; at no other 
point opposite your city would the public at 
large be so well accommodated." 

The bridge was accordingly located in the 
best place to serve the river interests, in a 
place where they would be least disturbed. It 
was not a good location from a railway point 
of view, as its west end landed upon rising 
ground, necessitating the use of a tunnel to 
reach any railway connections in the city. 

Almost another twenty years elapsed before 
the great traffic crossing the Eads Bridge was 
relieved by the construction of the Merchants 
Bridge and the Merchants Bridge Terminal 
Railway. The bridge itself was formally 



12 



HISTORY OF RAILROAD DEVELOPMENT 



13 



opened May, 1890; but, owing to the fact that 
adequate connections had not yet been pro- 
vided, it did not become a factor of impor- 
tance in the transportation system of the city 
until the early part of the year 1893 — after the 
elevated structure on the levee, and other im- 
portant connections had been made on both 
sides of the river. 

The traffic conditions of the city and the 
necessity of additional industrial areas for 
development amply warranted the construc- 
tion of this bridge at that time. The great 
industrial development of Granite City, Madi- 
son, and North St. Louis is due directly to the 
construction of the Merchants Bridge and Ter- 
minal Railway. On the west side of the river 
the tracks of this company were laid for the 
most part in city streets, although it built the 
elevated structure on the levee, but from Carr 
street north to the west approach of the bridge 
the tracks are almost wholly in public streets, 
preventing adequate expansion along the line 
and leading to a slow congested movement of 
trains. 

This company started, and partially com- 
pleted, the only section of a belt line in opera- 
tion around the City of St. Louis. 

The Terminal Railroad Association was 
formed in 1889, the proprietary lines then 
being — • 

Baltimore & Ohio Southwestern Railroad, 
Cleveland, Cincinnati, Chicago & St. Louis 

Railway, 
Missouri Pacific Railway, 
St. Louis, Iron Mountain & Southern Rail- 
way, 
Louisville & Nashville Railroad, 
Wabash Railway. 
In 1902, the following lines joined the Asso- 
ciation : 

Chicago & Alton Railroad, 

St. Louis-San Francisco Railway, 

Pittsburgh, Cincinnati, Chicago & St. 

Louis Railroad, 
Chicago, Rock Island & Pacific Railway, 
Southern Railway, 
Illinois Central Railway, 
Missouri, Kansas & Texas Railway, 
Chicago, Burlington & Quincy Railroad, 
and in 1910, the 

St. Louis Southwestern Railway. 
The following lines are not members of the 
Association : 



Mobile & Ohio Railroad, 

Chicago & Eastern Illinois Railroad, 

Toledo, St. Louis & Western Railroad, 

Alton & Southern Railroad, 

St. Louis, Troy & Eastern Railroad, 

St. Louis & O'Fallon Railway, 

Litchfield & Madison Railway, 

Chicago, Peoria & St. Louis Railroad, 

Manufacturers' Railway, 

East St. Louis & Suburban Railway, 

Illinois Traction System, 

St. Louis & Ohio River Railroad. 

The mileage of the lines entering St. Louis 
and East St. Louis is 80,000, or about 30 per 
cent of the entire mileage of the United States. 
The lines not members of the Terminal Asso- 
ciation are, for the most part, comparatively 
short local lines aggregating less than 3,000 
miles ; and with all the trunk lines members of 
the Association, it is apparent that no city in 
the United States offers so good an opportunity 
for unified control and operation of terminal 
facilities as does the St. Louis and East St. 
Louis Terminal District. 

The McKinley Bridge was completed in 1910 
to serve the electric lines of the Illinois Trac- 
tion System. It is believed that some con- 
siderable use can be made of this structure for 
the carrying of freight across the river, although 
up to the present time its business has been 
almost exclusively the handling of passengers 
and express. 

The Municipal Bridge was erected in 1916. 
Its location is on practically a continuation of 
the Mill Creek Valley, the natural location for 
railways leading westwardly from St. Louis, 
and it is thus in the logical location to handle 
railway traffic, for which purpose it has a 
double track railway deck, but as yet not pro- 
vided with adequate railway connections. 

The situation of St. Louis previously re- 
ferred to, namely, business on one side of the 
river and freight houses on opposite side, 
necessarily lead at once to the development of 
a transfer service. At first, this was performed 
by ferry, on which cars were carried across, 
and by wagons and teams on the ferries. Later, 
when Eads Bridge was constructed, by team- 
ing across, and at present, by both teams and 
motor trucks over that structure. Several 







m 5 uJjKCi"" 5<iuSK 



^ £" J J? J 



C -& 



<<2 

U- -I 

° is 

SB 

25 



.*.^-^ 



:£ S t 



5 So 



3 o;oi ^L2^5iu:3: > .;S l « : H f •■ 



t- iiju'uuo-jJIiiiniiiillsOiJX^- 



QC uj 



ui (0 

Iz 

x- 
o 

Ct UJ 

°-2 

a. <£ 

i 



14 



HISTORY OF RAILROAD DEVELOPMENT 



15 



companies are now engaged in this business, 
and it has been developed into an efficient 
operation. Several warehouses of substantial 
construction have been erected in various parts 
of the city, which serve as off -track stations for 
the handling of 1. c. 1. shipments. A recent 
development is the use of a tractor with trailer, 
which affords economical expeditious service 
between the transfer companies' warehouses 
and the freight houses of the railway com- 
panies. A regular service is maintained by 



these transfer agencies, so that shipments re- 
ceived in their warehouses up to a certain hour 
of the day make outgoing freight trains of the 
various roads in the evening. This service is 
also largely used by the railroads in transfer 
of through 1. c. 1. merchandise handled be- 
tween connecting lines. 

The system in effect in St. Louis has been 
favorably commented upon by experts study- 
ing the handling of 1. c. 1. freight in large 
cities. 



THE SCOPE AND PURPOSE OF 
THIS INVESTIGATION 



While there are certain definite phases of de- 
sirable improvements in the transportation 
facilities in the St. Louis-East St. Louis Indus- 
trial District that could be taken up as indi- 
vidual problems, such phases are to a large 
extent interwoven. For this reason the com- 
mittee after a review of the general situation 
decided to consider the various problems with 
reference to their relation to a comprehensive 
scheme for the rearrangement and future de- 
velopment of the railroad terminal facilities. 
Each phase of the situation was studied and is 
treated individually, but always with a view as 
to the effect that any proposed changes will 
have upon the ultimate development. 

With such a thought in mind, attention early 
in our study was given to formulating certain 
fundamental principles which should be kept in 
mind in the development of a comprehensive 
plan. As a result the following principles were 
formulated and have been followed as a general 
guide in our studies of the various problems 
and in developing our plans for the solutions 
of such problems. 

1. Any needless duplication of railroad fa- 
cilities is wasteful and should not be continued. 
The rearrangement of such facilities should be 
accomplished for economical operation. 

2. Unified control and operation of all rail- 
road lines and facilities within the limits of the 
St. Louis-East St. Louis Industrial District are 
essential to accomplish such result. Such re- 
arrangement, unified control and operation will 
be limited by economical and practicable con- 
siderations. 

The entire question of railroad service should 
be considered as a whole, not with relation to 
one system or one part of the Industrial Dis- 
trict. 

3. Protected industrial districts appropri- 
ately and conveniently situated are necessary. 
Once such districts are established the munici- 
pality should plan its improvements and regu- 
lations so that both railroads and industries 



can feel safe in concentrating large invest- 
ments for permanent facilities not otherwise 
justified. 

4. L. C. L. freight houses and terminals 
should be. so located and arranged that the least 
possible time will be consumed between road 
haul and shipper's platform. In accomplish- 
ing this the first consideration should be the 
minimum time between freight house doors 
and road haul ; second, the accessibility to the 
shipper, keeping in mind the use of the motor 
truck. 

5. The separation of through traffic and 
interchange, from railroad facilities located in 
the congested business district is desirable to 
the end that the facilities in the congested dis- 
tricts may be used advantageously for local 
service. The separation and interchange may 
be accomplished by diverting through traffic 
over outer belt lines. 

6. Adequate classification and freight yards 
and interchange tracks should be located out- 
side of developed city areas. 

7. All agencies of transportation — rail, water 
and highways, should be recognized and corre- 
lated into a well-balanced scheme for expedi- 
tious movement and interchange. 

In order to develop a rational plan, which, if 
followed step by step would ultimately pro- 
vide a well-balanced and equipped system of 
tracks and terminal facilities, which would be 
capable of handling not only the present traffic, 
but a reasonable future development both in 
volume and character, it was obvious that data 
must be collected from each carrier, giving in 
detail facts as to its present facilities, statistics 
as to actual volume and character of its busi- 
ness, both inbound and outbound, its movement 
and routing from the termination of the road 
haul until delivery to its freight house or to 
another carrier. 

To obtain this information, little or none of 
which had been collected or was of record, a 
questionaire was sent to each road, requesting 



16 



THE SCOPE AND PURPOSE OF THIS INVESTIGATION 



17 



information as to its facilities for handling its 
business, together with certain traffic statistics 
as to the number of cars handled during a cer- 
tain period, both carload and 1. c. 1. divided 
as between local and through delivery — num- 
ber of cars and point of delivery for interchange 
and much other information as shown in a copy 
of the questionaire which is appended hereto. 
It was realized that a reply to the various ques- 
tions involved a large amount of work, but it 
was felt, and subsequent developments justi- 
fied this opinion, that all of the information re- 
quested was necessary to intelligently plan the 
proper additional facilities and rearrangement 
and combination of facilities to handle the traffic 
both economically and expeditiously. Traffic 
statistics for the month of October, 1920, were 
requested, as this period represented a normal 
volume and movement, it was current with the 
receipt of the questionnaire, and information for 
a longer period of time would be very difficult, 
if not impossible, to obtain. 



As replies to the questionnaire were received, 
the information was tabulated and compared, 
and where apparent omissions or discrepancies 
existed or where some doubt arose as to the 
correctness of some of the information received, 
the railroads' records were examined by engi- 
neers and clerks employed by the Committee 
and the replies checked, amplified and corrected 
where errors in reporting were found. The 
data secured undoubtedly makes available much 
information not heretofore collected, and brings 
out many interesting features of operation. 

Movement diagrams and charts were prepared 
from the information obtained, so that actual 
conditions could better be visualized and these 
various diagrams clearly bring out the con- 
gested routes and districts, and the interference 
of the movement of trains of one road with 
those of another, the comparative density of 
movements and many other features which were 
valuable for an analysis of the situation with a 
view to possible improvements. 



REPORT OF PREVIOUS COMMITTEE OF 
BUSINESS MEN'S LEAGUE OF ST. LOUIS 



Early in 1903, just prior to the World's Fair 
at St. Louis, the Business Men's League ap- 
pointed a "Terminal Facilities Committee" to 
investigate and report on the inadequacies of 
the terminal facilities, in response to an appeal 
of large business houses, in part, as follows : 
"To the President and Executive Committee of 

the Business Men's League : 
"Gentlemen : The shipment of goods into 
and out of St. Louis has been for some time 
greatly hampered by what we believe to be a 
lack of adequate terminal facilities, causing de- 
lay, annoyance and great financial loss to the 
merchants and manufacturers of our city. 

"The difficulties arising from these condi- 
tions recur with greater frequency year by 
year. The commerce of St. Louis has greatly 
increased in the last ten years without pro- 
portionate increase of facilities for handling it. 
"We, the undersigned members of the Busi- 
ness Men's League, respectfully call your 
attention to the condition of affairs, with the 
request that steps be taken at the earliest pos- 
sible moment to confer with the proper officials 
for the purpose of improving upon the present 
methods of handling shipments to and from 
St. Louis, with the further object in view that 
railroad lines deliver all freight intended for 
St. Louis in St. Louis. 

Rice-Stix Dry Goods Co., Elias Michael, Sec'y. 
Carleton Dry Goods Co., Murray Carleton, 

Pres. 
Ely & Walker Dry Goods Co., D. R. Calhoun, 

Pres. 
Hargadine-McKittrick Dry Goods Co., E. S- 

Lewis, Second Vice-Pres. 
Ferguson-McKinney Dry Goods Co., Forrest 

Ferguson, Pres. 
Butler Bros., by Jos. R. Barroll. 
LaPrelle Shoe Co. 

The Brown Shoe Co., G. W. Brown, Pres. 
The St. Louis Shoe Co., B. D. W. Pomeroy, 

Acting Treas. 
Hamilton-Brown Shoe Co., R. F. Spencer, 

Treas. 
Giesecke-D'Oench Shoe Co., R. B. Grant, Secy. 
Geo F. Dittman Boot & Shoe Co., W. Bie- 

binger, Sec'y and Treas. 



Boogher, Force & Goodbar Hat Co., Howard 

Boogher, Sec'y. 
White", Branch, McConkin Hat Co., Wm. N. 

McConkin, Sec'y. 
Gilmore & Ruhl, by J. A. Ruhl. 
J. Kennard Sons Carpet Co., J. B. Kennard, 

Vice-Pres. 
Trorlicht, Duncker & Renard Carpet Co., 

L. Renard, Sec. 
The Courtney Shoe Co., Leslie Courtney, Pres. 
Wertheimer-Swarts Shoe Co., G. W. Milius, 

Vice-Pres. 
Goodfellow-Brooks Shoe Co., by Elgin S. 

Brooks, Sec'y. 
Friedman Bros. Shoe Co., A. Friedman, Treas. 
Vinsonhaler Shoe Co., per G. E. L. 
Peters Shoe Co., FI. W. Peters, Pres. 
Gauss-Langenberg Hat Co., F. J. Langenberg, 

Pres. 
Rothschild Bros. Hat Co., by Adolph Bernd, 

Treas. 
Harris-Polk Flat Co., W. G. Eversole, Sec'y 

and Treas. 
Levis-Zukoski Mercantile Co., W. A. Zukoski, 

Sec'y. 
Rosenthal-Sloan Millinery Co., W. G. Sloan, 

Vice-Pres. 
Woodward & Tiernan Printing Co., W. B. 

Woodward, Manager. 

A. J. Jordan Cutlery Co., A. Maschmeyer, 

Manager. 

Schwab Clothing Co., Leon J. Schwab, Vice- 
Pres. 

Bohm Bros. F. G. Co., Edwin Bohm, Sec'y and 
Treas. 

Norvell-Shapleigh Hardware Co., S. Norvell. 

Scruggs, Vandervoort & Barney Dry Goods 
Co., by R. M. Scruggs, Pres. 

Corticelli Silk Co., bv C. C. Child. 

Adolph Glaser & Co., A. Glaser. 

D. Crawford & Co. 

Stix, Baer & Fuller Dry Goods Co., per S. 
Baer, Sec'y. 

B. Nugent & Bros. Dry Goods Co., by F. C. 

Lake, Sec'y and Treas. 
Wm. Barr Dry Goods Co., I. Franklin, Pres. 
King, Brinsmade Mercantile Co., H. B. King, 

Treas. 
Ben. J. Strauss & Samish, J. E. Black. 



18 



REPORT OF PREVIOUS COMMITTEE 



19 



Gaier & Stroh Millinery Co., E. B. R. 

John L. Boland Book & Stat. Co., John L. 

Boland, Pres. 
Jos. M. Hayes Woolen Co., Jos. M. Hayes, 

Pres. 
Tennent Shoe Co., Geo. B. Meller, Sec'y. 
Mayfield Woolen Mills Clothing Co., J. D. 

Simpson, Sec'y and Treas. 

The Committee reported September 12, 
1903. Extracts from the report pertinent to 
the present investigation, are as follows : 

"The committee found that the handling of 
freight was so closely interwoven with the 
management of passenger travel, both to a 
large extent using the same facilities, that the 
one could not be intelligently considered or 
fairly treated without the other, in conse- 
quence of which your committee was com- 
pelled to include conditions affecting the pas- 
senger travel in its examination. 

"As a general rule, it was found the facili- 
ties for handling the traffic on both sides of the 
river are totally inadequate. The lack of suf- 
ficient yard room interferes with the free and 
rapid movement of cars, and lack of station 
room prevents the loose freight from being re- 
moved promptly or economically. 

"The railroads centering in St. Louis have 
added enormous mileage to their systems dur- 
ing the last twenty years, originating a large 
amount of business, and bringing to the St. 
Louis gateway, from one side, in addition to a 
constantly increasing tonnage from old terri- 
tory, the products of this newly developed 
country, in the shape of cotton, grain, cattle, 
lumber, and all that comprises the make-up of 
railroad traffic ; from the other side they bring 
to the St. Louis gateway the steadily grow- 
ing current of manufactured articles and gen- 
eral merchandise that makes up the great busi- 
ness activity of the country ; but the size of the 
gateway has practically remained the same. 
It is very much like constantly enlarging both 
bulbs of an hour-glass without increasing the 
size of the throat, and yet expect the process of 
passing the increased quantity through the 
throat to continue as before and in the same 
time. 

"In examining the situation on the east side 
of the river your committee found, in addition 
to insufficient terminals, methods in vogue that 
are crude, primitive and totally out of har- 
mony with the spirit of the age, methods that 
are the outgrowth of conditions antedating the 
bridges. 

"Trains of cars, partly loaded with freight 
for St. Louis and partly for points west of St. 
Louis, are emptied into inadequate sheds on 



the east side, then picked over, partly loaded 
into wagons and partly reloaded into cars for 
destination in St. Louis and railroad connec- 
tions for destination westward. 

"The transfer across the river by wagon is 
a long, laborious haul, consuming considerable 
time, and subject to many contingencies. If 
there is any delay in the unloading of wagons, 
either at the store of the merchant or at rail- 
road lines on the west bank of the river, freight 
accumulates in the east side yards and a con- 
gestion is the result. 

"If the cars on the east side cannot be 
promptly unloaded, owing to the accumula- 
tion in the sheds, the tracks are soon blocked 
and the movement of freight becomes slow and 
difficult. In the meantime, cars are held on 
the west bank of the river, and all traffic is 
impeded, interfering not alone with the St. 
Louis merchandise traffic, caused by the accu- 
mulation of freight intended for points beyond 
St. Louis, but also with outgoing eastbound 
freight, intended for customers of St. Louis 
merchants and manufacturers, and with the 
free and rapid handling of passenger trains, 
entailing poor service in all directions. 

"Conclusions of the Committee. After a 
careful examination of the conditions here out- 
lined and a personal examination of the ter- 
minal facilities on both sides of the river by 
your entire committee, your committee is of 
the unanimous opinion that the only solution 
of the question that will overcome, in a per- 
manent way, the oft-recurring difficulties, is 
that there should be provided, at the earliest 
possible date, terminals and freight houses on 
the west bank of the river, in the City of St. 
Louis, within reasonable hauling distance of 
the business districts of the city. 

"These terminals and freight houses must be 
of ample size to promptly take care of all com- 
merce to and from the territory east of St. 
Louis, and should, if possible, be located along 
the river front, in the vicinity of Washington 
avenue. 

"Freight houses, terminals and yards in 
North St. Louis and South St. Louis and in 
the Mill Creek Valley should be enlarged, and 
in some cases reconstructed to care for the 
constantly increasing traffic originating in St. 
Louis for transportation west, north and south. 

"Additional yard room for the storage of 
coal cars, both full and empty. Additional 
yard space for the storage of passenger coaches 
after they have discharged their loads and 
waiting to again be used on outgoing trains. 

"The space in front of Union Station should 
be enlarged to permit a rapid and safe ap- 
proach to and exit from Union Station." 



20 



REPORT OF PREVIOUS COMMITTEE 



The report described in general the exten- 
sive improvements then under way on the 
property of the Terminal Railroad Association 
in preparation for the World's Fair. 

The report was signed by : 

"Elias Michael, Chairman, 

John E. Pilcher, 

D. R. Calhoun, 

Homer P. Knapp, 

Hugh McKittrick, 

T. J. Wertheimer, 

R. W. Shapleigh, 

G. W. Brown." 
After a number of conferences between the 
Committee and railroad officials, the Terminal 
Railroad Association agreed for its lines : 

"That they will furnish terminal facilities on 
the west side of the river, in the City of St. 
Louis convenient to the business districts of 
St. Louis, and agree to spend not less than one 
million dollars in the next two years, for the 
purpose of furnishing such facilities as may be 
required for handling inbound freight from the 
East, and freight originating in St. Louis, in- 
tended for the East, and continue to increase 
such facilities as may, from time to time, be 
necessary." 

This Committee secured the consent of the 
railroads to extend East St. Louis' rates to St. 
Louis on long haul traffic. 

In 1905, when the recommendations of the 
Terminal Facilities Committee were presented 
to the city officials, the Municipal Assembly 
of the City of St. Louis passed an ordinance 
authorizing the Mayor to appoint a "Municipal 
Bridge and Terminal Commission." 

"First: To investigate and determine the 
nature and extent of the hindrance to the com- 
merce of St. Louis, whether as regards delay 
or inconvenience in the handling of freight, or 
disadvantageous charges or methods of ship- 
ping, or billing of freight, or in any other 
regard. 

"Second : After the Commission shall have 
determined what hindrances and disadvan- 
tages to St. Louis commerce do in fact exist, 
then the Commission shall further determine 
what must be done to correct said existing 
hindrances to the commerce of St. Louis. The 
Commission shall determine and announce 
what portion of the necessary remedial action 
shall be undertaken by the City of St. Louis 
as a municipality, and what portion by the citi- 
zens thereof or by associations of citizens, to 
the end that all the people of St. Louis may 
know the facts as thev exist, and being con- 



vinced as to the best way to remedy the situa- 
tion, may all unite their efforts to accomplish 
practical relief." 

The Commission reported July 6, 1906, in 
part as follows : 

"While we do not oppose, but would en- 
courage a considerable development of individ- 
ual railroad facilities, it seems to us that the 
development of freight houses and team tracks 
most in line with economy and the most widely 
extended service, is that they should be fur- 
nished by a combination of the various rail- 
roads and operated for the joint benefit of all 
the railroads and the public. The association 
or agency that provides these facilities should 
not be a corporation doing terminal business 
for a direct profit, but should be organized and 
clearly recognized as the agency of the com- 
bined railroads, acting for and representing 
each." 

The Commission called attention to the insuffi- 
ciency of team tracks for unloading and loading 
freight, and especially dwelt on the inadequate 
local freight houses on the east side, and prac- 
tically the entire absence of freight houses of 
east side lines at St. Louis, and reported that 
the immediate necessities were additional team 
tracks and freight houses. 

The Commission also recommended addi- 
tional connections between the Mill Creek Valley 
and the levee, and additional freight yards. The 
Commission recommended that in order to pro- 
vide further facilities for crossing the river at 
St. Louis and to relieve passenger trains from 
the delay and annoyance of traversing congested 
freight terminals of North St. Louis, or pass- 
ing through the tunnel, a new bridge be built 
crossing the Mississippi River at the east end of 
the Mill Creek Valley. A four track bridge was 
recommended, without a highway, the estimated 
cost being $8,000,000. The location recom- 
mended was the foot of Poplar Street. 

The above conditions are set forth here in 
such detail for the reason that many of the re- 
sults sought to be accomplished by the Terminal 
Facilities Committee of the Business Men's 
League in 1903 and by the Municipal Bridge 
and Terminal Commission in 1906, and many of 
the improvements which they recommended as 
absolutely necessary to enable the railroads to 
keep up with the industrial growth of St. Louis, 
have not been consummated, owing, in some in- 
stances, to changed conditions. 



UNIFICATION —APPLICATION TO ST. LOUIS- 
EAST ST. LOUIS RAILROAD TERMINALS 



In the first tentative study by the Interstate 
Commerce Commission of railroad consolida- 
tions no less than ten groups reached St. Louis ; 
it may be taken for granted that in any scheme 
of grouping, St. Louis will have more independ- 
ent companies than any other city. Conse- 
quently the terminal situation will always be 
of interest to a number of companies and the 
importance of the terminal problem will not be 
decreased by the proposed consolidations. 

Local conditions at St. Louis and East St. 
Louis, such as the great expense of Mississippi 
River bridges have already resulted in consid- 
erable unification of terminal facilities in the 
Terminal Railroad Association of St. Louis. It 
was manifestly impossible for each railroad to 
provide terminals on both sides of the river and 
to provide its own river crossing facilities. Con- 
sequently, it was natural that one company 
should develop such facilities for the use of all. 

The Terminal Railroad Association has be- 
come the most notable example in the United 
States of progress in unification of railroad ter- 
minals. Its facilities have been developed on 
the "co-operative" theory as distinguished from 
the "competitive" theory under which the facili- 
ties of individual railroads are usually devel- 
oped. 

At the same time, however, each railroad has 
developed its own terminal facilities to a greater 
or less extent on one or both sides of the river 
on the competitive theory, while also relying on 
the facilities of the Terminal Railroad Associa- 
tion for additional advantages. 

The terminal facilities of the individual rail- 
roads are much more extensive than those of the 
Terminal Railroad Association, and it is doubt- 
ful if the railroads would willingly give up their 
terminal facilities to any unified agency. It is 
also doubtful whether the complete unification of 
the terminal facilities' of all lines at St. Louis and 
East St. Louis would benefit the public or the 
railroads. 

Great benefits and savings will result, how- 
ever, from unifying the classification and inter- 



change of all cars to and from points beyond 
the terminals of the individual railroads, thus 
leaving to the individual railroads the service 
to and from and the business of their local ter- 
minals. 

Even the latter might be unified if all the 
railroads possessed equal advantages in location 
and facilities, but unfortunately that is far from 
the case. 

For instance, in St. Louis the Missouri Pa- 
cific and Wabash are in possession of extensive 
terminals having about 55 per cent of all St. 
Louis industries on their rails. Likewise the 
Southern in East St. Louis, by its ownership of 
the Venice and Carondelet Belt has over 25 per 
cent of all East St. Louis industries on its rails. 
No other railroads enjoy anything like the ad- 
vantages of those mentioned. There appear to 
be no compensating advantages that would jus- 
tify those roads turning their facilities over to 
a unified agency as a result of which their com- 
petitors would enjoy equal advantages and op- 
portunities for road haul business in their local 
terminals. 

While the Committee believes that the greatest 
possible unification of railroad terminals is de- 
sirable, it finds that such facilities in the St. 
Louis-East St. Louis District cannot be unified 
completely without unduly benefiting some and 
injuring other railroads. It recommends that 
the present companies go as far in that direction 
as is economically practicable. 

The principle of unification, as applied to the 
St. Louis-East St. Louis railroad terminals has 
been retained by the Committee, as far as eco- 
nomically practicable, in reaching the conclu- 
sions and recommendations contained in this 
report. 

A later chapter of this report contains a gen- 
eral discussion on unification of railroad ter- 
minals with extracts from Committee reports and 
from papers and addresses of qualified railroad 
and municipal officers bearing on this important 
subject. 



21 




RAILROAD MAP 

OF 

ST. LOUIS, MO.- EAST ST. LOUIS, ILL. 

AND 

ADJACENT TERRITORY 

1021 



SCALE 

PREPARED FOR. ENGINEERS COMMITTEE INVESTIGATING 
ST LOUIS -E 
C . £ SMITH 1 CO CONSULTI 



Fig. 6 — Railroad Map of St. Louis, Mo. -East St. Louis, 111., and Adjacent Territory. 



22 



MISSISSIPPI RIVER CROSSINGS IN ST. LOUIS- 
EAST ST. LOUIS RAILROAD 
TERMINAL DISTRICT 



Descriptive 

There are four Mississippi River bridges 
within the city limits of St. Louis, as follows, 
commencing at the north : 

Merchants Bridge, controlled by Terminal 
Railroad Association of St. Louis, about three 
miles north of the Eads Bridge; 

McKinley Bridge (electric) controlled by Illi- 
nois Traction System, about 2 miles north of the 
Eads Bridge ; 

Eads Bridge, controlled by Terminal Railroad 
Association ; 

Municipal Bridge, owned by the City of St. 
Louis, about one mile south of the Eads Bridge. 

Illustrations accompanying this report show 
locations, photographs, profiles and alignments 
of the four bridges. They are all fixed bridges, 
high enough to avoid draw spans. All the 
Trans-Mississippi business of the Terminal Rail- 
road Association is handled over the Merchants 
and Eads bridges. 

In addition to the bridges within the city 
limits, there are two railroad river crossings out- 
side the city limits but within the St. Louis- 
East St. Louis Terminal District, as follows : 

The Missouri Pacific Railroad has a car ferry 
just south of the St. Louis city limits, 8 miles 
south of the Eads Bridge, known as the Ivory 
Transfer. 

The Missouri and Illinois Bridge & Belt Rail- 
road Company has a draw bridge across the Mis- 
sissippi River at Alton, 15 miles north of the 
Merchants Bridge by air line, 18 to 20 miles 
by rail. 

This bridge is owned by eleven companies, as 
follows : 

Wabash. 

St. Louis-San Francisco. 

Missouri Pacific. 



Cleveland, Cincinnati, Chicago & St. 

Louis. 
Louisville & Nashville. 
Pennsylvania. 

Chicago, Rock Island & Pacific. 
Southern. 

Missouri, Kansas & Texas. 
Baltimore & Ohio. 
Chicago, Peoria & St. Louis. 

In the past there were several very busy fer- 
ries for street traffic and for freight cars. 

All car ferries within the St. Louis city limits 
have been abandoned. The last was operated by 
the Wiggins Ferry Co. which now handles all 
its trans-river freight across the Merchants 
Bridge. 

There are highway ferries, at Davis street, and 
Sidney street, South St. Louis and the Wiggins 
Ferry at Valentine street, near the south end of 
the central business district. The latter is used 
principally for drays handling 1. c. 1. freight 
across the river. 

Merchants Bridge 

The Merchants Bridge is a single deck double- 
track steam railroad bridge built about 1890, 
has a total length of 4,550 feet, west approach 
grade 1.5 per cent, east approach grade 1.2 per 
cent. The floor was reinforced several years 
ago to strengthen the bridge which now corre- 
sponds in design capacity to about Cooper's E-41 
loading, but there are practically no restrictions 
to ordinary equipment. 

This is the principal crossing for Trans- 
Mississippi freight at St. Louis, for which it is 
admirably located. It is also used by fifty pas- 
senger trains per day, which materially restricts 
its freight handling capacity. 

Both ends have "Y" connections with yards, 
switching: tracks and belt lines of the Terminal 



23 



ST. LOUIS 



BREMEN AVE 
YARO 




ALIGNMENT 

MERCHANTS BRIDGE 

(LOADING COOPERS E4l) 



ST. LOUIS 

9 ™ ST 1.75 %SR. 



♦ I.75U6R 





0.75% 



075% 



U57.6R. 4.0 %SR. 



VENICE 

MAIN ST. 




PROFILE 



+- 



=*- 



ST LOUIS 



ALIGNMENT 

M C KINLEY BRIDGE 

(loading- 5000* per ft.) 



EAST ST. LOUIS 















H.W.L. 






?UCE ST 


— TT" \ 


o.4-/= 










^^4G5%GR_^ 






~0M%6^ 


^vs%65 — * 




TtM^5__ 




TUNNEL 


5?00'± 








1600* 






360o'± " s " 





RELAY 
DEPOT 



PROFILE 



-** 



ALIGNMENT 

EADS BRIDGE 

(LOADING- COOPERS E 36) 



ST. LOUIS 



0.983 %G R. LE«k__ 1% 




EAST ST. LOUIS 

ULTIMATE LEVEL OF - 
i-jy^y-ATEO. APPROACH " 



ST LOUIS APPROACH 



PROPOSED NORTH APPROACH TO RELAY DEPOT. L "*"""< Y ~APi>$i,z- -~.? e ff.T 



'5^5 3>07' 



PROFILE 
; C I : 



1*30' 



/ ALIGNMENT 

MUNICIPAL BRIDGE 

AND PROPOSED APPROACH TO RELAY DEPOT 
(loading coopers e ao) 




0135 7 ° CR !£% CR LEVEL & G»2i%iL| 

■:.ti:i;i. viaduct 1 1 ~~r~— I |R "ni»liw~^gnr 



ALTON S SOUTHERN 
& RAILROAD 



ALIGNMENT 
PRESENT MUNICIPAL BRIDGE APPROACH TO 29 th - ST. [east st. louis] 




PROPOSED SOUTH ST LOUIS APPROACH 



PROFILES AND ALIGNMENTS 

OF THE 

FOUR BRIDGES CROSSING MISSISSIPPI RIVER 
AT ST. LOUIS 

SCALES 



HORIZONTAL 

800 O SOO 1600 2400 



VERTICAL 

SO 160 240 



1921 

PREPARED FOR ENGINEERS COMMITTEE INVESTIGATING 

ST. LOUIS - EAST ST. LOUIS RAILROAD TERMINALS 

C.E.SMITH & CO. CONSULTING ENGINEERS 



Fig. 7 — Profiles and Alignments of the Four Bridges Crossing River at St. Louis. 

24 



MISSISSIPPI RIVER CROSSINGS 



25 



Railroad Association of St. Louis and other rail- 
roads. During October, 1920, nearly 50,000 
carloads of freight and 26,000 empty freight cars 
were handled over this bridge, in addition to 
about 1,500 passenger trains. 

With the present heavy locomotives, trains of 
1,800 tons are handled over this bridge. There 
is practically no limit to the tonnage that can 
be handled in ordinary operating practice, as 
trains are frequently helped up the inclined ap- 
proaches by pusher engines. 

No additional connections are considered nec- 
essary for the Merchants Bridge. However, its 
capacity for handling freight cars can be greatly 
increased by decreasing the number of passen- 
ger trains using this bridge, which can be done 
by transferring most of the passenger trains to 
the Municipal Bridge. 

As traffic continues to increase over the Mer- 
chants Bridge, it will be needed more and more 
for the movement of local freight in and out 
of the rapidly growing industrial districts con- 
venient to this bridge. At some time in the fu- 
ture, in addition to the relief that may be offered 
by the McKinley Bridge and the Alton Bridge, 
another bridge will be required, primarily for 
the transfer of through freight cars. It should 
be located above the Merchants Bridge about in 
line with the proposed outer belt near the north 
limits of St. Louis. 

McKinley Bridge 

The McKinley Bridge is a single deck bridge 
with double electric railway tracks between the 
main trusses. Highway roadways, separate 
from the electric tracks, are supported on canti- 
levers outside the main river trusses at the same 
level as the tracks ; on the west approach the 
north roadway crosses the bridge tracks at grade 
and merges with the south roadway. 

It was built about 1910, has a total length of 
about 8,000 feet, approach grade at west end 
1.75 per cent, approach grade at east end 1.75 
per cent on a permanent portion of the approach 
and 4 per cent on a temporary approach con- 
necting with the street surface in Venice, Illi- 
nois. 

The McKinley Bridge was designed for coal 
trains weighing 5,000 pounds per lineal foot on 



each track and 1,000 pounds per lineal foot on 
each highway roadway, but was not designed 
for locomotives weighing more than 5,000 lbs. 
per lineal foot. 

The McKinley Bridge is used primarily for 
local electric street railway cars and interurban 
cars of the Illinois Traction System, which op- 
erates 450 miles of interurban electric railway 
tracks in Illinois, and for highway traffic. It is 
also used by cars hauled by electric motors, han- 
dling 1. c. 1. freight or express in and out of the 
McKinley freight station on Twelfth street near 
Washington avenue, and coal between Illinois 
mines and consumers in St. Louis served by coal 
hoppers and team track on its own lines and 
through its connection with the Terminal Rail- 
road Association. 

The passenger movement over this bridge is 
quite heavy and is growing steadily. The 1. c. 1. 
freight is greater in volume than that handled 
by some of the steam lines. The coal traffic is 
very light compared to that over other railroads. 
The highway traffic, notwithstanding this is a 
toll bridge, is increasing rapidly with the growth 
of Granite City as an industrial district, having 
increased about one and one-half times during 
the last five years. The cantilever roadways are 
already inadequate for the volume of highway 
traffic and for the weight of modern motor 
trucks and the company has under consideration 
plans for their improvement. 

At the west end of the bridge the electric rail- 
way tracks and the highway roadway reach the 
surface of St. Louis city streets at Ninth street 
which is used by the tracks. 

In addition a switchback incline (grade 4 per 
cent) reaches the surface team tracks and 
freight yard of the Illinois Traction System, 
where connection and interchange are made with 
the lines of the Terminal Railroad Association. 

At the east end of the bridge the tracks pass 
through the streets of Venice and connect with 
the Venice and Carondelet Belt of the Southern 
Railway, which is used very little at this point. 

The complete plans of the McKinley Bridge 
contemplate a steel elevated approach about one 
mile long extending easterly from the present 
end of the permanent approach over all streets 
and railroad tracks to beyond the north end of 



MISSISSIPPI RIVER CROSSINGS 



27 



the Madison Yard of the Terminal Railroad 
Association. 

The connections of the McKinley Bridge and 
the grades of the freight approaches are not 
now such as to permit the handling of a heavy 
volume of freight. Even were the connections 
improved, the very short intervals between elec- 
tric cars — which run a few minutes apart the 
entire day — and the large number of passengers 



vide a convenient detour and relief route for 
Merchants Bridge traffic. 

The additional connections that can be pro- 
vided for this purpose are shown on illustra- 
tions accompanying this report, as follows : 

(a) North and south connections between 
west end of bridge and surface tracks of Ter- 
minal Railroad Association and City of St. Louis 
in Hall street, St. Louis. 




Fig. 9 — West Entrance to McKinley 

that would be inconvenienced in case of delay, 
would seriously restrict the amount of freight 
that could be handled ; the capacity of the bridge 
for handling freight cars, while many times the 
present freight car traffic over this bridge, would 
not be a very large proportion of the total 
freight. 

However, the McKinley Bridge can be so con- 
nected that it will provide a very convenient 
route for a considerable number of freight cars, 
especially during night hours and during certain 
hours of the day when electric cars are not so 
frequent as during the busy periods of the day. 
This would not only increase the business of the 
Illinois Traction System, but would also pro- 



Bridge, Ninth and Salisbury Streets. 

(b) South connection at east end of bridge 
to surface tracks of Venice and Carondelet belt 
line of Southern Railway, and the Wiggins 
Ferry on the river front, through which connec- 
tions would be established with all railroads in 
East St. Louis. 

(c) Extension of east approach about one 
mile as originally contemplated to cross over- 
head north end of Madison Yard and connect 
with surface tracks north and east of Madison. 

The Committee believes that the connections 
referred to should be built and that this bridge 
should be used for trans-river freight. 

The communities on both sides of the river 




«¥t 



28 



MISSISSIPPI RIVER CROSSINGS 



29 



should negotiate with the owners of the McKin- 
ley Bridge for the elimination of tolls on the 
highway roadways. 

Eads Bridge 

The Eads Bridge is a double deck bridge with 
double steam railroad tracks on the lower deck 
and a toll highway roadway with double track 
street railway and sidewalks on the upper deck, 
has a total length of 4,885 feet, railroad ap- 
proach grades 1.5 per cent, street approach 
grades 4 per cent. This bridge was started in 
1867 and opened for traffic July 4, 1874. It has 
been strengthened several times and now cor- 
responds in design capacity to Cooper's E-36 
loading, although certain types of locomotives 
and cars exceeding that theoretical rating use the 
bridge with entire safety. 

The capacity of the bridge is controlled by 
the floor system on which the weights of loco- 
motives driving wheels are limited. This is the 
principal crossing for Trans-Mississippi pas- 
senger trains at St. Louis, of which nearly one 
hundred cross daily. In addition one-half as 
much freight is handled as over the Merchants 
Bridge. At East St. Louis it connects with 
tracks of several railroads and also with the 
switching lines and yard of the Terminal Rail- 
road Association. The west end is connected by 
a tunnel one mile long with the railroad yards 
and Union Station in the Mill Creek Valley. 

The insufficient height and width of the tun- 
nel and the restricted carrying capacity of the 
bridge prevent the operation of many heavy 
locomotives, and large passenger and freight 
cars. There is a grade of 1.5 per cent in the 
tunnel against east-bound trains, which, together 
with the obnoxious gases from the soft coal of 
western Illinois, have resulted in an operating 
rule that not more than one train may be in the 
tunnel ; the fact that the heaviest engines that 
can operate across the bridge cannot handle 
over 950 tons, and the further fact that the re- 
stricted clearances prevent super-elevation of a 
12 degree curve in the tunnel for proper speed, 
further restrict the capacity of the bridge. 

Needless to add, the tunnel is a most distress- 
ing, obnoxious and unsatisfactory route for pas- 
senger trains. 

During October, 1920, over 26,000 carloads of 



freight and 14,500 empty cars were handled 
across this bridge in addition to nearly 3,000 pas- 
senger trains. On account of the small freight 
tonnage per train (950 tons) many more freight 
trains were operated than would be required by 
way of the Merchants or Municipal bridges. 

Since 1874 the upper deck has been the prin- 
cipal highway between St. Louis and East St. 
Louis and will continue to serve that purpose 
as the two other bridges that have highway traf- 
fic are considerable distances from the busiest 
centers of St. Louis and East St. Louis. 

Nearly all the heavy draying of 1. c. 1. con- 
necting line freight and 1. c. 1. St. Louis freight 
of east side railroads, amounting to about 2,500 
tons per day, is handled on this roadway. 

Although the total highway traffic across the 
Mississippi River has increased rapidly, espe- 
cially since the opening of the McKinley and 
Municipal bridges, there has been very little 
increase in recent years across the Eads 
Bridge. 

The extent to which the highway traffic across 
the river has been increasing is indicated by the 
increase of 150 per cent over the McKinley 
Bridge between 1915 and 1920, and by the fact 
that the opening of the highway deck of the 
Municipal Bridge resulted, in two years, in a 
volume of traffic practically equal to that over 
the Eads Bridge, without appreciably decreasing 
the Eads Bridge traffic, indicating an increase 
of approximately 100 per cent over the two 
bridges, compared with the previous traffic over 
the Eads Bridge. Undoubtedly a great deal of 
traffic that uses the McKinley Bridge and the 
Municipal Bridge would use the Eads Bridge if 
it were free from toll. 

The street car tracks occupy the same road- 
way with other highway traffic. The East St. 
Louis and Suburban Railway Company operates' 
a very heavy electric car traffic over this bridge 
to and from a stub end station with two tracks 
at the west end of the bridge at Third street 
and Washington avenue, St. Louis. 

In order to accommodate the expected in- 
crease in traffic if tolls be removed from the 
Eads Bridge it would be most desirable and, 
in fact, practically necessary to remove the elec- 
tric cars from the upper deck and put them on 
the railroad deck, which would not only largely 



3D 



MISSISSIPPI RIVER CROSSINGS 



increase the capacity of the highway roadway 
for handling traffic, but would also expedite the 
passage of electric cars and interurban cars 
across the river. These cars handle, in round 
numbers, 10,000,000 to 12,000,000 passengers per 
annum, who get on and off the cars at the west 
end of the bridge. 



Such a plan would necessitate removing all 
railroad passenger and freight trains from the 
Eads Bridge and tunnel, which, however, is most 
desirable and will be necessary in the near fu- 
ture for at least three other very important rea- 
sons, as follows : 

1. The increasing weight and size of steam 




Fig. 11 — West Entrance to Eads Bridge, Third Street and Washington Avenue. 



On account of the interference with St. Louis 
street cars and other surface traffic in the vi- 
cinity of Third street and Washington avenue, 
it has not been considered feasible to have the 
East St. Louis street and interurban cars ex- 
tend into St. Louis. They cannot operate on 
St. Louis street car tracks on account of differ- 
ent gauges. If they be placed on the lower deck 
of the Eads Bridge, their operation can be ex- 
tended further west underground as far as may 
appear desirable. 

An excellent site for a terminal for those lines 
is the "Market Block," owned by the City of 
St. Louis, bounded by Broadway, Lucas avenue, 
Sixth street and Morgan street, three blocks west 
and one block north of the present end of the 
Eads Bridge electric car tracks. 



locomotives and passenger train cars render 
more and more burdensome to the railroads the 
weight, speed and clearance restrictions of the 
Eads Bridge. 

2. The inconvenience and discomfort to the 
traveling public. 

3. The continued use of the tunnel in Eighth 
street will very seriously interfere with the 
construction and operation of rapid transit fa- 
cilities in St. Louis. 

This Committee believes therefore that appro- 
priate steps should be taken by St. Louis and 
East St. Louis to accomplish : 

1. The abandonment of the Eads Bridge for 
railroad traffic. 

2. The use of the upper roadway for highway 
traffic free from toll. 







o 

.9 

> 
v 



to 



32 



MISSISSIPPI RIVER CROSSINGS 



3. The use of the present railroad tracks on 
the lower level for electric street and interurban 
cars. 

Municipal Bridge 

The Municipal Bridge was built by the City 
of St. Louis from 1910 to 1916. It is a double 
deck bridge with double steam railroad tracks 
on the lower level and a free highway road- 
way with double street railway tracks on the 
upper level. 

The main spans extend 2,000 feet from river 
bank to river bank ; the St. Louis approach is 



ton and Southern railway belt line at Twenty- 
ninth street. 

West of Twenty-ninth street the right of way 
of the Muncipal Bridge approach lies between 
rights of way of the Alton and Southern, which 
has tracks on both sides immediately adjacent 
and parallel to the bridge approach; east of 
Twenty-ninth street the Alton and Southern 
owns and occupies the lands in direct line with 
the bridge approach, which enters between 
and stops at Alton and Southern property as 
in the space between the prongs of a fork. 




Fig. 14 — West Entrance to Municipal Brie 

3,000 feet long ; it reaches the surface near 
Eighth and Gratiot streets, adjacent to and level 
with the tracks of the St. Louis Merchants Bridge 
Terminal Railway Company at the west end of 
the elevated railway of that company. 

The east approach is 13,330 feet long, cross- 
ing all railroads overhead to and including the 
Tllinois Transfer Railway belt line of the Ter- 
minal Railroad Association, after crossing 
which overhead the approach tracks reach the 
surface and connect with the tracks of the Al- 



je, Seventh Street Near Chouteau Avenue. 

The west approach grade compensated is 
about 1.4 per cent; the east approach grade is 
1 per cent. The bridge was designed for Coop- 
er's E-60 loading on each railroad track and 
for the heaviest interurban cars and street traf- 
fic. 

This bridge has been completed for highway 
traffic and ready for service for five years, dur- 
ing which period the highway traffic has reached 
practically the same volume as over the Eads 
Bridge, without, however, materially reducing 




be 



P5 



o 

W 



o 
O 



C/3 



33 



34 



MISSISSIPPI RIVER CROSSINGS 



the traffic over the latter. The roadway of the 
Municipal Bridge is free from toll. 

The street car tracks, which occupy the paved 
roadway, have not yet been used. 

The steam railroad tracks have not yet been 
used in regular service. Although the rails are 
connected at both ends the tracks on the bridge 
cannot now be reached without using the Alton 
and Southern at the east end and the Terminal 
Railroad Association at the west end. 

During Federal control of the railroads the 
ends were connected by the United States Rail- 
road Administration and partly co-ordinated 
with the Alton and Southern tracks at Twenty- 
ninth street, East St. Louis, and with the Ter- 
minal tracks near Eighth and Gratiot streets, St. 
Louis. Since that time two tracks on the east 
approach have been used by the Alton and 
Southern for storage and one track on the 
west approach has been used by the Terminal 
Railroad Association as a drill track for 
switching. While there are physical connec- 
tions at both ends of the bridge no arrange- 
ments have been made as to their permanency. 

The Municipal Bridge has not yet been so thor- 
oughly co-ordinated into the general railroad 
situation by adequate connections as to permit 
its extensive use by railroad trains. In order to 
permit this bridge to be adequately used the two 
present connections must be made permanent 
and at least four additional connections must be 
built, as follows : 

(a) South approach in St. Louis, extending 
from west end of main river spans, southerly 
along the river front to connections with the 
Missouri Pacific, the Manufacturers' Railway, 
and the tracks of the City of St. Louis now used 
by the Terminal Railroad Association. 

(b) North and south connections near the 
east end of the east approach, with the Illinois 
Transfer Railway belt line of the Terminal Rail- 
road Association, and the Missouri Pacific, St. 
Louis-Southwestern, Illinois Central, and Alton 
and Southern, just north of Valley Junction, 
where the Municipal Bridge approach crosses 
overhead the Illinois Transfer Railway belt line. 

(c) North approach on the east side of the 
river, from the east end of the main river spans 
northerly to the present track level under the 



Broadway viaduct near the east end of the Eads 
Bridge approach, near Relay Depot, this ap- 
proach being a part of Plan E for rerouting pas- 
senger trains. 

In the past there has been frequent mention 
of a proposed north connection in St. Louis to 
connect with the Merchants elevated on the 
river front. Such a connection would extend 
as far north as the Eads Bridge, would require 
the destruction of a great deal of improved 
property, which, while old, is all occupied and 
active. The approach would be unduly expen- 
sive. The elevated railroad with which it would 
connect will always be a busy line that should 
not be further unnecessarily burdened. The 
North St. Louis railroad yards, freight houses 
and team tracks that could be reached by such 
a connection can be reached better by the Mer- 
chants Bridge. The Committee believes this ap- 
proach is not necessary. 

Illustrations accompanying this report show 
the location of the additional connections re- 
ferred to. When so provided with additional 
connections, the Municipal Bridge will be in a 
position to handle a large amount of freight and 
all passenger trains that could be transferred 
from the Merchants and Eads bridges. 

The studies made by the Committee indicate 
that if the Eads Bridge be abandoned for rail- 
road trains and other improved operating 
methods be followed the movement across the 
Municipal Bridge on the basis of October, 
1920, business would be : 

Carloads of freight 20,000 per month 

Empty freight cars 10,000 per month 

Passenger trains _ 4,400 per month 

In comparison with the October movement 
across the Eads Bridge of 

Carloads of freight 26,000 per month 

Empty freight cars _ ,14,500 per month 

Passenger trains 3,000 per month 

There would be no restriction to the weight 
of passenger or freight engines or the tonnage 
of freight trains on the Municipal Bridge. On 
account of the decreased number of cars and 
increased train tonnage there would be only 
about one-third as many freight trains over 
the Municipal Bridge as at present over the 
Eads Bridge. 

Further descriptive details, legal and corpo- 




bo 



« 



o 
W 

W 

aj 

PS 

pi 



3 
O 

°3 



o 

< 

"5 



c 
o 
o 



o 
o. 
o 
u 

Ph 



bo 



35 



36 



MISSISSIPPI RIVER CROSSINGS 



rate information, and pertinent extracts from 
laws and ordinances relating to the Municipal 
Bridge are given in Appendix "H". 

The conclusion of the Committee is that so 
far as the physical conditions are concerned 
the Municipal Bridge can be made available 
for the passenger and freight business that 
should be diverted from the Merchants and 
Eads bridges. 

Exchange of Uses — Municipal and Eads 
Bridges 

The Committee recommends 1 that the cities 
of St. Louis and East St. Louis negotiate with 
the railroads for an exchange of uses of the 
Eads and Municipal bridges that will result in 
the following: 

(a) Upper decks of both bridges to be used 
for highway traffic free of toll. 

(b) Lower deck of Municipal Bridge to be 
used for steam railroad traffic of any and all 
railroads. 

(c) Lower deck of Eads Bridge to be used 
for street railway and interurban traffic. 

(d) The Eads Bridge and tunnel to be aban- 
doned for steam railroad service. 

Ivory Transfer 

The Ivory Transfer consists of a car ferry 
and double track inclines and yards on both 
sides of the river. The inclines are on 3 per 
cent grades extending from nearly high water 
to low water. 

The operation of the ferry is seldom inter- 
fered with by high water as the tracks on the 
banks are above all ordinary high water stages 
and are interfered with only by extreme flood 
stages once in 10 or 20 years. The car ferry 
suspends an average of 60 days per year on 
account of ice and low water in winter, emer- 
gency repairs, etc. ; sometimes the ice causes 
considerable damage to the floating equipment, 
inclines and cradles. 

During normal operation this is a most effec- 
tive and economical method of transferring 
cars across the river; the entire cycle of load- 
ing and unloading the ferry on both sides and 
crossing the river twice is usually accom- 
plished in about one hour, the ferry having a. 
capacity of 26 freight cars. During October, 



1920, about 9,500 loaded and 5,500 empty 
freight cars were handled. 

During suspensions, the conditions become 
serious. The Terminal Railroad Association 
having the other river crossing facilities is 
suddenly called upon to handle the cars. Fre- 
quently in past years the Terminal has been 
unable to handle all the cars, which resulted in 
embargoes on Missouri Pacific traffic. As the 
Terminal seldom had engines and crews avail- 
able for this extra traffic, much of it has been 
handled by Missouri Pacific engines and crews, 
over the Merchants Bridge. 

The distance between the Missouri Pacific 
yards on the two sides of the river via Ter- 
minal lines and the Merchants Bridge is about 
25 miles in comparison with about three miles 
by ferry and rail. 

The operating conditions, interferences and 
delays in the St. Louis-East St. Louis railroad 
terminals are well indicated by the fact that 
crews making this 25-mile trip have been tied 
up enroute by the working of the 16-hour law. 

To provide a more dependable route than 
the car ferry, the Missouri Pacific has contem- 
plated the construction of a bridge across the 
Mississippi River near the present transfer. 
This bridge will be required more and more as 
time goes on and when built will permit the 
diversion over it of much freight from the 
bridges nearer the congested portions of the 
terminals. 

Alton Bridge 

The Alton Bridge is a single deck railroad 
bridge carrying two railroad tracks. It is not 
elevated above the clearance heights of boats 
like the St. Louis bridges, but has a draw span. 
The bridge is 6,400 feet long, approach grades 
0.6 per cent. It was built in 1892; designed 
for about E-25 loading, but will carry safely 
loads rated up to E-45. 

By making light repairs and using this as a 
single track bridge it will carry the heaviest 
locomotives and cars. 

The track which crosses the bridge extends 
about two miles west to a connection with the 
track used jointly by the C. B. & 0., and M. 
K. & T. in Missouri at West Alton ; in Alton 
connections are made with the C. & A., C. P. 




Fig. 17 — Proposed South Approach to Municipal Rridgc. 




L 
















f)NV 

















r. 






VV 




H C 


n^ t 







































2/v 5T 





















k 






*\ 


















































-I 


i- 


























8 
















s 






< 













t 


» 


/ 


" 


*&:'. 


'2 


-f* 


^T 


4 




3 




2 


/? ^ 


' 













































A 




yy 











































_Ji 










e 5 






















/ 


/ i 


' ^ 




r 


\ . 




• 

















o 


P / T 


1 O A> 




























VfiLieV JUHCT/QN , £ffST 5T LOUIS, li-L 
ShOWH$Coma/£C7/OMS S£7W££N 

Missouw&tar/c &/9/l&o#£> 

St.IoO/S SOUTHIiYfSTfeM &9/i.e0ft0 

fti. rew awe 5ouTX£&//&*/4jpaa> 

$c»l£ r°i •** ° i, ,o ° **> fg° 

CoNSisLTiMs £7w&es St. Lows Mo. 



Fig, 18 — Proposed Connections to Municipal Bridge at Valley Junction. 



Mvwc'f**. Sews 



5rioc>/5 



£f9ST StLolhs 







' Mercian** Br-ifoe 
Term,nof J&Oi/wOb 






* 1 J 



-S^Lot^i Mumc/pa/ 8r/4ge> 



£#3t5t Louis fippeoftcrt Paour I?. 



-fe — * -^— ^ -^ — =~* 



! 




StLoiMsrHjnKJfatSr&QW -i^tf/ton & Southern €0 




V/eru&t. t$£>A0£ 
/Z rot? 2?G>0rr 






PjPC&1£ ffA-0 r?£/$Hrf£A/T Or Pp>OPOS£0 SooTH COfSMfCT'OA/ 



ffpprooch to \ Proposed South 
Muntapo/ 3ridge~\ Connection 



St Loi//s Mumoprl 3?/&f£ /9pp<evf?cr/ ptWst m& Or^ee Po#>?s /9~r \/&ll£v Jv/^ct/om 

£~03T SrlOiJ/5 /L L 
ScoUs (Hor r 
W/S 



Proposed South Connectio n [ f// /ne/s Transfer && 
to Mun/cpo-/ Sndae ' ~~ (Termino/J 








---I I I I * * , e 



/25Z po* !800 Ft 




Approach to _ ^Proposed A/orth 1 

/•funic tpo/ Bridge I Connect/on 



" ground Line • 



^j x 5tLoi//s Mow/c/Pfti. 0P/P$£ PPPPOffei-f #r I9 T ~* 5t nr/o 7£ffMtNRL fir P/gqott rjV£. 

£nsT St Lows III 



Proposed Worth Connect-on \ f///no,s 7rons/er fO'P 
So Pfun/ttftr/ ffndge T {Term/no/) 



*sn 



* is 



Seated' ^erasia^! 
{Hrti 



5TLoo/5/^/MaP/}l 3&0G£ A/Y2 &P0PO0CH£L 

P&GPOS£PfVbeTH ff,V0 SOt/TH COMWCT.'OWS 
/V£/>/P l/0LL£Y ' JoWCT/OH. £&T SrlMJIS 

5cmrs *»- . Varsj 
C£S~r/r*- &Ca. StLojisMo 



pig.. 19— Profiles of Connections to Municipal Bridge at Valley Junction. 




bo 



pq 



« 



m 



o 
O 



o 
a 
o 

u 
On 



o 
►4 



bo 



37 



38 



MISSISSIPPI RIVER CROSSINGS 



& St. L,, C. C. C. & St. L., and Illinois Ter- 
minal Railway. The bridge and tracks between 
Alton and West Alton are operated by the 
Missouri and Illinois Bridge & Belt Railway 
Company. The C. B. & Q. Railway has oper- 
ating rights over it with its own engines and 
trains. 

For all roads north of the B. & O., in Illinois, 
the Alton Bridge and the Illinois Terminal 
Railway offer a shorter connection with the 
C. B. & Q., and M. K. & T. at West Alton than 
by the St. Louis-East St. Louis terminals' and 
the Merchants Bridge. 

The C. B. & Q. Railroad makes the principal 
use of this bridge in transferring about 6,000 
carloads per month between East St. Louis 
and its Missouri lines. In addition the C. B. 
& Q. uses it for transferring several hundred 
cars per month between its yards at North St. 
Louis and East St. Louis, a remarkable move- 
ment of about 40 miles to avoid the delay and 
expense that would be incurred if handled by 
the Terminal Railroad Association. 

The relative distances between the C. B. 
& O., and the M. K. & T. on the west side of 
the river at West Alton and various railroads 
on the east side of the river via Alton Bridge- 
Illinois Terminal Railway, and via St. Louis- 
East St. Louis' terminals and Merchants Bridge, 
and the number of loaded freight cars transferred 
between those railroads across the Merchants 
Bridge in October, 1920, are as follows: 



A portion of the interchange consisted of 
coal that originated between the Illinois Ter- 
minal Railway and East St. Louis for which the 
saving in mileage, if any, would be less than 
the relative distances shown on account of the 
back haul to reach the Illinois Terminal Railway. 

If the Illinois Terminal Railway should be 
extended southerly through O'Fallon and Belle- 
ville to the Mississippi River, as has been pro- 
posed for many years, the relative distances 
between West Alton and lines from the 
B. & O. south would be as follows : 

Via East Via Illinois 
St. Louis and Terminal 
Merchants and Alton 

B. & 33 33 

C. B. & Q 33 33 

St. L. & O'F 32 38 

L. & N 32 38 

E. St. L. & Sub 32 38 

Sou 32 40 

I. C.-South 34 40 

St. L. S. W 28 51 

Mo. Pac 28 51 

M. & 29 53 

It will be noted that for the C. B. & Q. the 
distances are the same. The C, B. & Q. does 
not use the Illinois Terminal Railway except be- 
tween Alton and East Alton but handles its Alton 
Bridge traffic through its East St. Louis yard. 

For the northern lines on the east side the 
use of the Alton Bridge would make a consid- 
erable saving in car mileage and less conges- 
tion in St. Louis and East St. Louis. On the 



East Roads 

C. P. & St. L 

C. & A 

C. &E. I 

C. C. C. & St. L. 

Wabash 

L. & M 

T. St. L. & W.... 

I. C.-N 

St. L., T. & E.... 
Penn 

Total 



Distance to West Alton 
Via Merchants Br. 
Miles 

35 

35 

31 

31 

31 

31 

31 

31 

33 

33 





Carloads to 


C. B 


& 


Q. 


and 




C. B 


& 


Q and 


Carloads from 


Alton 


M. 


K. 


& T. 


M. 


K. 


& 


T. 


i Alton Br. 






Aver. 








Aver. 


Miles 


Month 




Per Day 


Month 




Per Day 


3 


42 




1 


30 






1 


3 


88 




3 


115 






4 


13 


115 




4 


150 






5 


13 


170 




6 


302 






10 


16 


580 




19 


142 






5 


18 


20 




1 












18 


208 




7 


555 






18 


20 


70 




2 


320 






11 


22 


300 




10 












24 


393 






485 






16 



1,986 



66 



2,099 



70 




Profile two Alignment or £t>P3 Baio^e ano fffe>/fo<>>c/^c9 
stole, - (Hor% ^° tooonsT 



. g /o to so 4o sorter 



PROFILE & /JliQis/MEi^T 

or 

5t Lou/5 Mun/cipal Bpioqe and 

Rpoposed North Connection to 

Pcl/iy Depot. Erst St. loo/ s 

fINO 

Profile bnd Alignment 
or 

£i9ds Baioge & /fa/xzoNCrJEs 

Sc*l&3 /t a Noreo 

CE Smith A Co StLoois.Mo 

Consulting Eny/nrrrj Julu 1920 



lit;. 21 — Profiles and Alignment! of Btdi and Municipal Bridges. 



MISSISSIPPI RIVER CROSSINGS 



39 



other hand additional interchange and yard 
tracks would have to be provided at the junc- 
tion points and road trains would have to set 
out and pick up cars at those points. 

As it appears that the total number of cars 
that might be diverted over the Alton Bridge 
would be between 5 and 10 per cent of the 
total over the Merchants Bridge, the Commit- 



tee has considered the whole number of cars 
retained over the Merchants Bridge, except- 
ing, however, the Burlington movement for 
which no change is shown. 

The information given above will enable the 
various roads to determine the extent to which 
savings, if any, might be effected by using the 
Alton Bridge. 



PASSENGER TRAINS 



Descriptive Number and Routes of Passenger Train 

All railroads operating passenger trains into Eighteen railroad companies operate pas- 
and out of St. Louis, use a single Union Sta^ senger trains in and out of the Union Sta- 
tion, which is owned by the Terminal Railroad tion . The number of trains yaries somewhat 
Association of St. Louis, which comprises throughout the seasonal trains bd 
fifteen proprietary companies. However, all , , , , ^ , ' . , , f 
railroads, whether proprietary companies or added Snd taken ° ff &S neCeSSlt y demands - A 
not, use the Union Station on exactly the same detad Study of the December > 1920 > time tables 
basis as to privileges, the cost of operating and showed a total of 269 passenger trains each 
maintaining the station being divided among da y- The names of the railroads and number 
owners and non-owners alike in proportion to °f passenger trains operated by each were as 
the number of cars. follows : 

TABLE III. 

Number of Passenger Trains of Each Railroad. 

Trains 
Road Per Day 

Baltimore & Ohio Railroad _ 10 

Chicago & Alton Railroad h + 22 

Chicago, Burlington & Quincy Railroad (East Side) 4 

Chicago, Burlington & Quincy Railroad (West Side) 15 

Chicago & Eastern Illinois Railroad - 6 

Chicago, Rock Island & Pacific Railway + 4 

Cleveland, Cincinnati, Chicago & St. Louis Railway 20 

Illinois Central Railroad (North) + 8 

Illinois Central Railroad ( South) „ , 10 

Louisville & Nashville Railroad 8 

Missouri, Kansas & Texas Railway _ -> 8 

Missouri Pacific Railroad-Western Lines 30 

Missouri Pacific Railroad-Southern Lines, Missouri , 13 

Missouri Pacific Railroad-Southern Lines, Illinois - 2 

Mississippi River & Bonne Terre Railway - - 4 

Mobile &Ohio Railroad - 6 

Pennsylvania Railroad 21 

St. Louis-San Erancisco Railway - ,._* 34 

St. Louis-Southwestern Railway , 2 

Southern Railway _ + 6 

Toledo, St. Louis & Western Railroad.. 4 

Wabash Railway (West) > 15 

Wabash Railway (East) - 17 



Total 269 

40 



PASSENGER TRAINS 



41 



In addition, the Wabash Railway operates 
10 suburban passenger trains per day in and 
out of St. Louis that do not use the Union Sta- 
tion, their terminus being an uncovered track 
on the river front, at the foot of Olive street. 

The 269 passenger trains that use the Union 
Station may be subdivided as follows : 

Trains Per Day 

Western entrance - 103 

Eads Bridge and tunnel 96 

Merchants elevated 70 

Of the latter, 23 trains that use the Mer- 
chants Elevated do not cross the Mississippi 
River, but use the Burlington and Katy lines 
on the west side. The remaining 47 trains, and 
also three Wabash trains that use the western 
entrance to the Union Station and circle the 
west side of the city for the purpose of reach- 
ing the Wabash Delmar Avenue Station in the 
residential district, making a total of 50 pas- 
senger trains in all, cross the Merchants 
Bridge.. 

On the east side of the river, the Southern 
lines, consisting of the Mobile & Ohio, Mis- 
souri Pacific, St. Louis-Southwestern, Illinois 
Central (south), Southern, and Louisville & 
Nashville, operate all their passenger trains 
over the Eads Bridge. The Baltimore & Ohio, 
and Pennsylvania operate 25 trains over the 
Eads Bridge, and 6 trains over the Mer- 
chants Bridge. This detour of about six extra 
miles over the Merchants Bridge is undertaken 
primarily to avoid the St. Louis tunnel. 

The Toledo, St. Louis & Western operates 
all its trains across the Eads Bridge ; the Illi- 
nois Central (north) operates 2 trains over 
the Merchants Bridge and 6 trains over the 
Eads Bridge; the Chicago & Alton, Chicago, 
Burlington & Quincy (east), Chicago & East- 
ern Illinois, Cleveland, Cincinnati, Chicago & 
St. Louis, and Wabash (east), operate 42 trains 
across the Merchants Bridge and 27 trains 
across the Eads Bridge. These trains are 
operated across Eads Bridge to a large extent 
to reach the East St. Louis Station. 

Briefly stated, all east side lines from the 
south up to and including the Louisville & 
Nashville, use the Eads Bridge exclusively ; 
the Baltimore & Ohio, Pennsylvania, Toledo, 
St. Louis & Western and Illinois Central 



(north), use the Eads Bridge for all except 
8 trains ; and all northern lines operate 
approximately 60 per cent of their trains over 
the Merchants Bridge and 40 per cent over the 
Eads Bridge. 

The Burlington and Katy trains on the west 
side of the river use the Burlington main line 
north of North Market street, St. Louis, and 
the Merchants Bridge Terminal tracks south 
of North Market street. The three Wabash 
(east) trains which use the Merchants Bridge 
and circle the city, together with the trains of 
the Wabash (west) and the Rock Island, use 
the Wabash main line through Eorest Park 
and the west entrance of the depot. These 
trains, together with those of the Missouri 
Pacific, St. Louis-San Francisco, and Missis- 
sippi River & Bonne Terre, use a common 
double track passenger line, provided by the 
Terminal, between Grand avenue and the 
Union Station. 

Of the trains using the west entrance, 69 
are through and 34 are suburban. The latter, 
with the 10 Wabash trains previously referred 
to, are all the suburban trains in and out of 
St. Louis. 

Prior to Federal control of the railroads, the 
Missouri Pacific, Frisco and Wabash each 
maintained a double track passenger line be- 
tween Grand avenue and the Union Station in 
addition to which the Terminal maintained 
two tracks nearly the entire distance ; thus 
eight tracks were set aside for passenger move- 
ments in a district where other railroad facili- 
ties are not adequate. During Federal control 
the tracks' of the Terminal Railroad Association 
were extended to Grand avenue, the passenger 
trains of the three roads were transferred to 
the two Terminal tracks, and the six other 
tracks were released for exclusive freight use. 
There appears to be no intention of going back 
to the old wasteful practice. The present prac- 
tice should be continued. 

All things considered, there is very little to 
say about the routes of passenger trains that 
use the west entrance, which are about as 
direct as can be obtained. In any future re- 
arrangement of tracks between Grand avenue 
and the Union Station, provision should be 
made for two more passenger tracks so there 



42 



PASSENGER TRAINS 



will be available two tracks for through trains 
and two tracks for suburban trains. 

Necessity for Rerouting East Side Passenger 
Trains 

The 47 passenger trains that use the Mer- 
chants Bridge and the Merchants Bridge Ele- 
vated, run between the bridge and the elevated, 
a distance of three miles, on a double track 
railway, lined on both sides of its entire length 
by freight yards, industries, team tracks and 
local freight houses. For practically the entire 
distance the tracks occupy city streets which 
are crossed by other streets at grade every 
few hundred feet, and in addition are used by 
highway traffic longitudinally with the trains. 
In addition to being a most unsatisfactory 
route from a railroad standpoint, it is attended 
by considerable danger to pedestrians and 
street vehicles, and some danger to trains in- 
cident thereto. 

Not only are passenger trains subjected to 
slow schedules through this route, but while 
it is being used for passenger trains, freight 
movements are very generally delayed as the 
main tracks must be cleared of such move- 
ments in anticipation of and during the pas- 
sage of passenger trains. For the one and one- 
half miles from North Market street to the 
north end of the Merchants elevated, the 23 
trains of the M. K. & T. and C. B. & Q. are 
subjected to the same conditions. 

The 47 trains of the east side railroads can 
be removed from this congestion with a con- 
sequent improvement in other schedules by 
routing them via the Municipal Bridge as soon 
as the recommended exchange of the uses of 
the Fads and Municipal bridges has been 
effected. The 23 trains of the C. B. & Q. and 
M. K. & T. together with freight and switch 
movements between North St. Louis and the 
Mill Creek Valley can also be removed from 
this congestion by building an extension of the 
Merchants elevated north to and over North 
Market street and making connections north 
of that street with the C. B. & Q. and the 
Merchants Bridge Terminal Railway. 

The 47 passenger trains of east side lines 
using the Merchants Bridge and elevated pass 
the Washington Avenue Station at the inter- 
section of the Eads Bridge and the Merchants 



elevated, but those trains do not make the East 
St. Louis Station. 

The advantage of making the East St. Louis 
Station is recognized by the northern roads to 
the extent of sending 40 per cent of their pas- 
senger trains through Relay Depot and the 
Eads Bridge. 

Since the building of the levee and drainage 
system of East St. Louis and its surroundings, 
that community has grown at a more rapid 
rate than St. Louis, and will undoubtedly con- 
tinue to grow at a more rapid rate in future, 
which will make it more and more desirable for 
the 60 per cent of the northern trains that now 
use the Merchants Bridge to make the Easi 
St. Louis Station stop, as do all other east side 
trains. 

It should be unnecessary here to point out 
again the unsatisfactory entrance afforded by 
the Eads Bridge and the St. Louis tunnel. 
While a tunnel for passenger trains is objec- 
tionable at any point, it is particularly objec- 
tionable at St. Louis, where locomotives are 
forced, for most economical operation, to burn 
the most convenient coal, which is the very 
soft coal of western Illinois adjacent to East 
St. Louis. 

The tunnel being of small bore, just suffi- 
cient to permit the operation of normal size 
locomotives and cars, and of insufficient size to 
permit the operation of the largest locomotives 
and cars, and the track in the tunnel for east- 
bound trains being on a 1.5 per cent grade, 
making it necessary that locomotives work 
going through the tunnel, the small space re- 
maining around the train becomes thoroughly 
impregnated with coal gases and smoke, which, 
in spite of the best efforts at prevention, seeps 
into passenger coaches in a most disagreeable 
way. 

Prior to the Louisiana Purchase Exposition 
in St. Louis, this condition was recognized in 
1902 by the railroad executives, who consented 
to build a detour connection between the west 
end of the Eads Bridge and the Merchants ele- 
vated, in order that passenger trains using the 
Eads Bridge might avoid using the tunnel, and 
thereafter purchased right-of-way and steel for 
the connecting viaduct, which, however, was 
not built. 




Fig. 22 — Rerouting East Side Passenger Trains— Plan A. 



PASSENGER TRAINS 



43 



The present congestion in and around Relay 
Depot, and the volume of passenger and freight 
traffic now using the Eads Bridge, together with 
the previously mentioned objection to the tun- 
nel as a passenger route, make it inadvisable to 
detour via present surface tracks and the Eads 
Bridge, any appreciable number of the passen- 
ger trains now using the Merchants Bridge. 

However, the St. Louis Municipal Bridge is 
available for the use of all east side railroad 
trains, and can be used instead of the Eads and 
Merchants bridges, if proper connections and 
approaches be provided. 



Rerouting East Side Passenger Trains 

In studying the rerouting of east side pas- 
senger trains to avoid the disadvantages that 
have been pointed out, five plans were suggested 
and discussed. Each of these plans contem- 
plated the use of the Municipal Bridge by all 
trains except trains of the Wabash, which, in 
order to make the Delmar Station stop will con- 
tinue to use the Merchants Bridge route. All 
but two of these plans were rejected as unprom- 
ising. 

Plans "A" and "E" accompanying this report 
were found to be feasible and were given ex- 



TABLE IV-TABLE SHOWING INCREASED AND DECREASED DISTANCES AND ANNUAL 

PASSENGER TRAIN MILEAGE. 

PLAN "A" VIA ILLINOIS TRANSFER RAILWAY AND PRESENT EAST APPROACH OF 

MUNICIPAL BRIDGE. 
TRAINS NOW USING EADS BRIDGE. 
Illinois Transfer Railway 



(Terminal Outer Belt) 



Alternate Via A. & S. for 
East Lines. 



No. of 
Trains 
Weekly 

61 
. 82 
. 28 
. 53 
. 42 
. 70 
56 
40 



Increased or 
Decreased 
Distance 



Roads 

B. & O 

C. & A 

C. B. & Q 

C. C. C. & St. L 
111. Cen. (North). 
111. Cen. (South) . 

L. & N 

M. & O 

Mo. Pac 14 

Penn 109 

Southern 42 

St. L. S. W 14 

T. St. L. & W 28 

Wabash 21 

C. P. & St. L 

Total annual difference 



Increased or 

Decreased 

Annual Train 

Mileage 



B 


& 
& A 
C. C. 
& E. 
. Cen. 




7 


C 




68 


C. 
C. 

Ill 
Pe 


& St. L.. 
I 

(North).. 


. 82 
42 
14 
35 


Wabash (East) 
C. P. & St. L 


. 77 




Total annual difference 
Grand total 



Incr. 


Deer 


1.71 




3.64 




3.64 




3.64 




3.88 






1.67 


0.47 




0.22 






3.65 


1.74 






1.10 




4.34 


3.88 




3.64 




2.46 




TRAINS 


NOW 




3.85 


3.22 




3.22 




3.22 




2.47 






3.85 


3.22 




3.22 









Incr. 

5,434 
15,521 

5,300 
10,030 

8,474 



Deer. 



Increased or 

Decreased 

Distance 

Incr. Deer. 

2.14 



Increased or 

Decreased 

Annual Train 

Mileage 
Incr. Deer. 
6,788 



1,369 

458 

9,862 



5,649 
3,975 



6,079 



2,657 

2,402 
3,159 



1.15 



2.18 



66,072 14,297 



1,401 



11,386 

13,729 

7,032 

1,796 



7,007 



3,349 



12,356 



22,493 



3.42 



12,892 



46,835 8,408 

112,907 22,705 



22,493 



6,224 



6,224 
6,224 



44 



PASSENGER TRAINS 



tensive analysis and study by this committee. 

Plan "A" contemplated routing passenger 
trains via the Illinois Transfer Railway (East 
St. Louis outer belt of the Terminal Railroad 
Association) or the Alton and Southern and the 
present east approach of the Municipal Bridge. 

Plan "E" contemplates routing passenger 
trains over present routes to the vicinity of 
Relay Depot (elevating the passenger tracks 
above the freight tracks in the vicinity of Bridge 
Junction and Relay Depot) and over a new ap- 
proach to the Municipal Bridge. 

The following are outstanding objections to 
Plan "A" which do not apply to Plan "E" : 

1. Ninety thousand miles of increased passen- 
ger train mileage per annum. 

2. Impracticability of securing a Union Sta- 
tion in East St. Louis. 

3. Undesirability of two separate stations. 

4. Undesirability of the only available sites 
for such stations. 



5. Outer belt line would become too con- 
gested. 

6. Increased high speed train movements over 
many grade crossings. 

The two plans were presented at a meeting 
attended by engineering representatives of all the 
interested railroads and the consensus of opin- 
ion was that Plan "A" should be eliminated from 
further consideration. 

Plan "E" requires the construction of : 

1. A connection between the east end of the 
river spans of the Municipal Bridge and the 
tracks of the railroads entering from the north, 
northeast, east and south. Such connection 
should be an elevated structure extending to and 
over Bridge Junction with four approaches con- 
necting with a consolidation of the railroads 
entering from — 

(a) The south, (b) the east, (c) the north- 
east, (d) the north. 

The elevated connections for passenger train 



TABLE V— TABLE SHOWING INCREASED AND DECREASED DISTANCES AND ANNUAL 

PASSENGER TRAIN MILEAGE. 

PLAN "E" VIA NEW DEPOT NEAR BROADWAY, EAST ST. LOUIS, AND NEW APPROACH TO 

MUNICIPAL BRIDGE. 

Increased or 

Decreased 

Annual Train 

Mileage 

Incr. Deer. 



Roads 



No. of 
Trains 
Weekly 



Increased or 

Decreased 

Distances 

Incr. Deer. 



TRAINS NOW USING EADS BRIDGE. 



B. & O 

C. & A 

C. B. & Q 

C. C. C. & St. L. 
111. Cen. (North). 
111. Cen. (South).. 

L. & N 

M. & O 

Mo. Pac 

Penn 



Southern 

St. L. S. W.... 
T. St. L. & W. 

Wabash 

C. P. & St. L. 



61 

82 
28 
53 
42 
70 
56 
40 
14 
109 
42 
14 
28 
21 



0.52 
0.46 
0.46 
0.46 
0.47 

0.53 



0.56 



0.57 
0.46 
0.53 



0.22 

0.095 

2.22 

' 0.28 
2.90 



Total annual difference. 



TRAINS NOW USING MERCHANTS BRIDGE. 



St. L. 



B. & O... 

C. & A... 
C. C. C. I 

C. & E. I 

111. Cen. (North 

Penn 

Wabash (East). 
C. P. & vSt. L.. 



7 

68 
82 
42 
14 
35 
77 



0.05 
0.05 
0.05 



0.05 
1.30 



5.05 



0.95 
5.05 



Total annual difference. 
Grand total 



1,649 
1,961 
670 
1,268 
1,026 

1,543 
3,174 



830 
503 



12,624 



177 
213 
109 



200 



699 
13,323 



801 

198 
1,616 

612 
2,111 



5,338 
1,838 



692 
9,191 



11,721 
17,059 




Fig. 23 — Rerouting East St. Louis Passenger Trains — Plan E. 




NOZTH FIPPZOFCH Foe I.C.(korfh),CP&STL MO T5T.L &W 



I.C CONNECT/ON TO SOUTHERN 6Y flPPPOPCH 



PLAN £ 

Profiles 
of 

PROPOSED ELEMTED P/ISSEN6EIS T04CKS 

C0MNECTM6 WITH 

5TL0U/5 MUNICIPAL B£ID$£ 

u w° 200 m o Feet 

.Iter. U££te° mr 
peepneeo me £N6w£Ees committce iwesTi&rriNQ 

5T LOUIS -£*>ST SrLOlJIS eUlLtVfiy TSUMINFLS 

av 
C.E.SMTH&CO. CONSULT/Nlq ENGINEERS 



Fig. 24— Profiles— Proposed Elevated Passengci Tracks— Plan E. 



PASSENGER TRAINS 



45 



movements would be carried over the tracks 
which serve the freight houses and industries in 
that territory, as far as the vicinity of, in the 
case of — 

(a) Tenth street, (b) St. Clair avenue, (c) 
and (d) one-half mile north of Bridge Junction. 

2. A freight connection on a suitable gradient 
from the vicinity of Relay Station to the pro- 
posed connection with the Municipal Bridge. 

3. A suitable system of station tracks and a 
Union Station in the vicinity of Broadway and 
Main streets. 

The proposed plan will permit all trains to 
make a head-on movement between East St. 
Louis and St. Louis Union Station, which is not 
the case at present. 

Plan "E" cannot be carried out in full until 
the lower portion of Cahokia Creek be diverted 
and filled. 

As a "first stage" in the development of Plan 
"E" the connection with the east end of the river 
spans of the Municipal Bridge can be brought 
to the ground on the line and gradient of the 
proposed freight connection mentioned as re- 
quirement (2), thereby entailing neither con- 
struction nor expense of consequence that will 
not be made use of as part of the ultimate plan. 
During the use of this connection for passen- 
ger trains it might be necessary to add a few 
station tracks at Relay Depot for the additional 
trains from the Merchants Bridge. 

The Committee recommends that as Plan "E" 
furnishes the most practicable method for mak- 
ing use of the Municipal Bridge thus avoiding 
the undesirable features of the present routes, 
it be adopted as the plan for ultimate develop- 
ment, and that the "first stage" be undertaken 
as soon as arrangements for the use of the Mu- 
nicipal Bridge can be made. 

Diagrams accompanying this report show by 
weighted widths of lines and notations the routes 
of passenger trains at present and via Plans "A" 
and "E". 

Tables IV and V show comparisons of the 
distances and train miles via the present and pro- 
posed routes. Plan "A" shows an increase for 
,ertain roads of 112,907 and a decrease for cer- 
tain roads of 22,705, a net increase of 90,205 
train miles per year. Plan "E" shows an increase 
for certain roads of 13,323 and a decrease for 



certain roads of 17,059, a net decrease of 3.736 
train miles per year. 

Suburban Service 

The nearest approach to suburban service on 
the east side in Illinois is furnished by the In- 
terurban lines of the Illinois Traction System, 
which uses the McKinley Bridge, and the East 
St. Louis & Suburban Railway System, and East 
St. Louis, Columbia & Waterloo Railway, which 
use the Eads Bridge, all of which give excellent 
service, but which will slow down as the com- 
munities develop. 

The service over the Eads Bridge can be ma- 
terially improved by removing the electric cars 
from the upper roadway and putting them on 
the lower level now used by railroad trains. An 
underground terminal can be provided for those 
cars in the Market block owned by the City, 
bounded by Broadway, Sixth street, Morgan 
street and Lucas avenue. 

The Illinois Traction System now has an ex- 
ceptionally well located station between Elev- 
enth and Twelfth streets, one block north of 
Washington avenue, but the route between the 
station and the bridge is very bad and slow in 
and across busy city streets. As this service 
grows a faster route will be required and it is 
possible that the present site may be required 
entirely for the rapidly developing 1. c. 1. freight 
business of the company. An improved route for 
the passenger traffic can be had by locating the 
tracks in Ninth street as far south as Morgan 
street, thence in Morgan street to the City's 
Market Block; the tracks may be depressed in 
the streets or elevated on private right-of-way, 
as necessity requires. 

Although the east side railroads have no su- 
burban service, it is probable if a conveniently 
located suburban station be constructed down- 
town in St. Louis that suburban traffic will de- 
velop to take over some of the interurban traf- 
fic, especially as the latter is compelled to slow 
down as the communities through which the in- 
terurban lines pass build up. East St. Louis is 
surrounded by a rapidly developing industrial 
district which will undoubtedly require subur- 
ban service in the future. 

On the west side, in Missouri, suburban devel- 
opment has extended along the railroad lines 



u a i NsjHinos"' 



\. 



/ 'Vi" > 



3-1- 



«•*/. 



V- 






4£&* 



0«< 



m 



\ 



Ad SWmstKHHH'lanossiu 



\ 



\ 



'o\. 



»» »&*$$L 



o^ 











S 


1 " I 




h s M7 






CC s 


1 


£ |f ^^ 








5-° 












^ Li- 

CLSoh 


^Ilislll|j3| 


*/ \Vt\l 








CC°-o->S 


SiiisUssii" 


/ X^ ^L 










Ssg's'issgSt;? 






*> 




JCQZ 








V.^ 




<I 1 


■ • • ' » ; '£ i 




i 






il 

cr h 


CE ■ 

a. • 

Uj ■ 

o- | 


j | , i * * il i 


lM 


s| 




3«d OW 


U"> | 


Z ^iOoJJoSw 


lot 


1 ? 






LU s 


° 




1 5 






H- 




15 








^> 




v' V" 

*' \ 








O 1 










q: H 




<</ \ 


&\ 






ol 




vT 


v \ 













AJ.I3 



"o>. 



Vv 



©•v^- 



/■ _ 



— I 



\Z 



46 




47 




48 



PASSENGER TRAINS 



49 



which are admirably located to furnish suburban 
service. The suburban territory served by those 
lines is not well supplied by local transporta- 
tion lines, as there are no interurban lines serv- 
ing the suburbs on the west side of the river. 
The service afforded by the extensions that have 
been made to the city street railway system is 
slow and very unsatisfactory, on account of the 
great distances and amount of time. 

Notwithstanding that, however, the develop- 
ment of suburban service has been slow, and has 
not kept pace with the growth of the suburban 
communities. This is largely due to the fact 
that the suburban trains that are operated (with 
the exception of the ten Wabash trains pre- 
viously referred to), use the Union Station, 
about one mile from the business district. 

If the suburban trains used a station closer 
to the destination of suburban travel, there 
would undoubtedly be a very considerable in- 
crease, as communities that now require one 
hour and longer by the street cars, could then 
be served in less than one-half the time by su- 
burban trains. 

It is probable that in time to come, those out- 
lying districts may be adequately provided with 
rapid transit, but other communities more 
densely populated, and not served by the steam 
lines, must secure rapid transit first. Rapid 
transit for the suburban territory served by the 
steam lines seems to be a generation or more 
away, unless it be provided by the steam lines. 

As the steam roads own rights-of-way of ade- 
quate width to accommodate the additional 
tracks that would be required for an intensive 
suburban service, as those tracks can be pro- 
vided at a very small fraction of the cost of pro- 
viding rapid transit subways and elevated lines, 
and as the railroads already have a good founda- 
tion in equipment, facilities and organization to 



furnish such service, with comparatively little 
extra investment, it seems logical to conclude 
that the cheapest rapid transit that can be se- 
cured within a reasonable time is by an intensive 
development of the steam lines for suburban 
service. The only large fixed investment that 
would be required in the beginning would con- 
sist of a downtown suburban station. 

The abandonment of the tunnel for through 
trains would permit its use for suburban trains 
as far north as Market street, without seriously 
interfering with rapid transit lines. A suburban 
station could be provided on one or both sides 
of Eighth street, possibly between Seventh and 
Ninth streets, facing Market street. 

The Seventh, Eighth, Ninth, Market and Wal- 
nut streets and Clark avenue frontages could be 
retained for commercial development and de- 
velopment of air rights which would be very 
profitable. 

For trains of railroads using the western en- 
trance, main tracks for suburban trains should 
be set aside from the junction of the railroads 
at Grand avenue east to the suburban station. 

Station platforms and stairs would be required 
at important cross town streets in order to co- 
ordinate the suburban service with the street 
railway system and to promote access to various 
parts of the city. 

The suburban station could be developed en- 
tirely as a railroad station, but as that would 
involve fixed charges out of proportion to the 
amount of business, it would be more desirable 
to develop this station as a commercial enter- 
prise in connection with the developments of 
air rights, the profits from which would prob- 
ably carry the entire investment. The Commit- 
tee believes that either the railroads or a private 
company would find such a development very 
profitable. 



ST. LOUIS UNION STATION AND 
MILL CREEK VALLEY 



Descriptive 

The St. Louis Union Station is a beautiful 
work of architecture, the facade being grey cut 
granite, with rough face, the head house is 80 
feet deep and 606 feet long, facing Market 
street to the north, and adjoining Eighteenth 
street on the east and Twentieth street on the 
west. The Midway is 60 feet wide, extending 
the entire length of the Station and opening on 
Eighteenth street and Twentieth street. Ad- 
jacent to the Midway are the stub ends of 32 
passenger tracks, arranged in pairs between plat- 
forms. The platform tracks are 22 feet Zy'z 
inches to 22 feet 10 inches center to center, 
which, deducting 10 feet for width of passenger 
car, leaves platform space not obstructed by sup- 
ports, 12 feet 2>y 2 inches to 12 feet 10 inches 
wide. The platforms are of wood plank con- 
struction. The track pairs are 12 foot centers, 
except where supports of the roof intervene, 
where the tracks are placed 14 feet center to 
center. 

The tracks are approximately 775 feet long in 
the shed. All the tracks have clearances beyond 
the shed, half extending to a total clear length 
of 850 feet and half to 900 feet in length. Trains 
longer than 850 feet on the shorter tracks, and 
longer than 900 feet on the longer tracks, which 
alternate with fair regularity, extend beyond the 
clearance points and foul the leads of other 
tracks. The centers of the present three track 
junctions are approximately 1,150 feet from the 
ends of the stub tracks. 

. South of the junctions outside of the station, 
two 3-track leads swing east and west through 
approximately 90 degrees on 15 degree curves. 
The curvature through slip switches and cross- 
overs from track to track, however, is consid- 
erably sharper, reaching as high as 18 degrees 
in some instances. 

The station was built in 1893. In 1903, in ad- 

50 



vance of the Louisiana Purchase Exposition, the 
tracks were lengthened, approaches enlarged and 
baggage and express facilities rebuilt. No im- 
portant additions have been made since. 

The St. Louis Union Station is one of the 
most beautiful and conveniently arranged union 
stations in the country. Numerous features of 
this station have been copied in the design of 
other stations, notably the Union Station at 
Washington, D. C, and the C. & N. W. Station 
in Chicago. 

The Washington Station, the C. & N. W. Sta- 
tion at Chicago and many other stations have 
the decided disadvantage of having to handle 
mail, express and baggage at the same end of the 
platforms as the passengers. At those stations 
passengers must walk further than at St. Louis 
between their cars and the station and must 
pass the locomotives, and the mail, baggage and 
express cars while they are being loaded and un- 
loaded, in addition to dodging motor trucks 
serving those cars. The backing in of trains 
at St. Louis while entailing delays of a few min- 
utes to incoming trains avoids these disadvan- 
tages. There is no delay to outgoing trains. 

The Committee believes that the slight delay 
to incoming trains is more than offset by the 
advantages resulting therefrom. Backing in has 
the further advantage of turning the engine and 
train as a whole thus avoiding the large amount 
of switching for this purpose that must be done 
at other terminals to rearrange trains and turn 
cars and engines. 

There has been some criticism of St. Louis 
for having a single Union Station by critics 
who believe that two or more stations would 
be preferable in order that through passengers 
would be compelled to transfer through the 
streets between stations, see the city more 
effectively than from the trains or from the 
windows or entrance of a single station and 



ST. LOUIS UNION STATION AND MILL CREEK VALLEY 51 

possibly remain over and spend more money the city most nearly equal in size to St. Louis, 

at St. Louis than otherwise. will suffice. 

AT , , , , , ,, i i r 11 u j. j.1 No. of Trains Max. Trains 

JNIo doubt these results would follow, but the ,_ ^ _ „ TT 

' Tracks Per Day One Hour 

Committee feels that the inconvenience to the 0i T . TT . 0i .. ~ ocn -„ 

St. Louis Union Station 32 269 50 

traveling public would be too great under such South Station> Boston 2 8 660 87 

a system. The numerous stations in Chicago T he South Station at Boston is a stub end 

have always been a source of great inconven- station like St. Louis, but so arranged that 

ience, to eliminate which railroads have roa( i trains remain complete while unloading, 

grouped and further grouping in fewer pas- am i back out, making only two movements for 

senger stations has been recommended by the e ach train, whereas on account of road engines 

Chicago Railway Terminal Commission. cutting off and the trains being switched out 

There has also been some criticism of the or broken up by switch engines four and more 
location of the station and its surroundings, movements per train are made at St. Louis. 
The present location is an outgrowth of the The throat of the South Station crosses a draw- 
original location at Twelfth street as near as bridge over Fort Point Channel just outside 
possible to the entrance to the tunnel. When the station, a busy navigable waterway, the 
that station was outgrown the next nearest drawbridge being opened many times each day, 
location that would have adequate surround- The North Station in Boston handles over 
ings was chosen. 420 trains per day on 23 tracks and is also sub- 

From the very first all railroads have de- ject to the interference of a drawbridge, 

veloped their lines to reach the Mill Creek The number of passengers handled annually 

A/alley with the shortest mileage and most di- in the three stations referred to are as follows : 

rect routes until, by reason of topographic con- S outh Station, Boston 45,000,000 

ditions and railroad and municipal develop- North Station, Boston 30,000,000 

ment and improvements it is financially im- S t. Louis Union Station 25,000,000 

practicable to move to another site. There is ]y/[ ore passengers are now being handled 

no other place in St. Louis where the various through the St. Louis Union Station than dur- 

railroad lines can be brought together with as j no - the World's Fair in 1904. 

great convenience and facility and as low When studies were made in 1902 and 1903 

operating cost as at the present station. Pres- for increasing the capacity of the Union Sta- 

ent conditions practically fix this location. tion, every effort was made to get longer sta- 

Much of the objection to the location of the tion tracks, flatter curves and more approach 
present Union Station relates to suburban tracks in the throat. The plan that was car- 
service, as the station is about one mile from ried out was admittedly inadequate but it was 
the center of the business district, requiring the best that could be done in the time avail- 
passengers either to ride the street cars, in- able. 

volving transfer in many cases, or to under- The report of the work done in 1904 states : 

take about a twenty-minute walk. "The essential obstacle to adopting the true 

The Committee believes that this situation plan was the short distance from the south end 

should be improved by locating a suburban of the train shed to the limit of the Company's 

station closer to the business district. property toward the south. Everything south 

The statement is frequently heard that the was occupied by individual railroads regarded 
Union Station is outgrown and overburdened by them as absolutely indispensable, 
with traffic and for that reason a new station "The time was very short. The plans had 
will soon be required. On the contrary the to be decided on without delay, and could not 
station is not used to anywhere near capacity have the advantage which is gained by con- 
as evidenced by comparison with the South tinuous study, and re-design when there is 
Station in Boston; other comparisons might be plenty of time in which to do it." 
made, but it is thought this comparison, with No enlargement of facilities has been made 



52 



ST. LOUIS UNION STATION AND MILL CREEK VALLEY 



since. In the meantime, however, the length ing located both east and west of the station, 

of trains, weight and size of engines, and result in unnecessary movements across the 

amount of mail and express have all increased ; station approaches in making up and breaking 

.... , , ... .up trains, 

in addition the parcel post service has been in- (k) The waiting room }g tOQ smaU and the 

augurated and has grown by leaps and bounds ticket office is poorly located. 

from 14,000,000 pounds in 1915 to 94,000,000 Surroundings and Approaches 

pounds in 1920. not counting that passing The surroundings and street approaches to 

through. the station are unsightly and deficient. They 

It seems that the improvements made at should be improved. For many years this 

that time have been outgrown in a number subject has been under discussion. Various 

of details and that the next enlargement parkways and plazas have been proposed, but 

should provide for a long time to come. the proposals have not been fruitful of results. 

TABLE VI— BUSINESS TRANSACTED AT ST. LOUIS UNION STATION. 

1905 1910 1915 1920 

Passengers (official figures not available) about 25.000,000 

Passenger Trains 108,952 101,395 93,281 

Passenger Train Cars 618,814 561,266 544,517 602,496 

Baggage (pieces).... 2,209,037 1,829,839 1,509,275 1,831,132 

Express (tons) 62,173 66,623 92,618 183,420 

Mail (not including Parcel Post) — 

Received (pounds) 8,440 888 10,107.087 13,122,257 18.011,301 

Dispatched (pounds) 42,474,327 48,127,924 45,806,012 40,563,677 

Passing Through Cannot be obtained. 

Parcel Post — 

Received (pounds) 2,260,491 2,535,621 4,251,172 41,290,994 

Dispatched (pounds) 1,883,116 1,849,427 10,274,827 53,299,045 

Passing Through Cannot be obtained. 

Inadequacy of Present Facilities A tangible plan to accomplish at least part 

Although the Union Station as a whole is of the desired results is now in progress, hav- 

entirely satisfactory, it is deficient in many ' m S been approved by the Board of Public 

operating features, both from the standpoint of Service and the Board of Aldermen of the city, 

the railroads and the public. The following Xt provides for adding 40 feet to the width of 

detail deficiencies may be pointed out: Walnut street, making it 100 feet wide from 

(a) The surroundings are unsightly and the Third street to Broadway, building a new street 
street and street railway approaches are inade- 100 feet wide diagonally from Broadway at Wal- 
quate. nut street to Market street at Seventh street, and 

(b) The balloon type shed is hot in sum- widening Market street from its present width 
mer, cold and damp in winter, smoky, dark c ^c\ z , m r £ ^ *. <. *. 
and dirtv of 60 feet to 100 feet from Seventh street to 

(c) The Midway is too narrow. Vandeventer avenue, a distance of thirty-two 

(d) The platforms between tracks are too blocks (Union Station faces Market street be- 
narrow. tween Eighteenth and Twentieth streets). 

(e) The station tracks are too short and the The lan also p rov ides for condemning the 
curves connecting the station tracks to the , , , • r r iU TT • P w 
approach tracks are too sharp. two blocks m front of the Union Statlon to 

(f) There is no train yard in which to make Chestnut street, next north of Market street, 
up and break up trains. from Eighteenth street to Twentieth street, to 

(g) The express facilities are inadequate. form a plaza and park in front of the station 
(h) The facilities for handling mail and about 250 feet wide and 800 f ee t long. The ad- 
baggage are inadequate, especially for the ,.^. , ,, .,..,,. ,. 
heavy volume of parcel post, for which no dltlonaI s P ace thus P rovided will also relieve 
special facilities have been provided. the vehicular congestion. 

(i) The engine house facilities are inade- The Committee approves this plan, 

quate, and, being located on the opposite side There should be at least one east and west 

of the depot from some of the coach yard street and at least one nQrth and SQUth street 

tracks, unnecessarily increase the number of . , , , , . . , 

movements through the station approaches. widened by the city to improve access to and 

(j) The coach yards are inadequate, and, be- from the station. 




Fig. 28.— Umbrella Train Shed, Washington, D. C. 




Fig. 29. — Bush Train Shed, Ottawa, Canada. 
53 



54 



ST. LOUIS UNION STATION AND MILL CREEK VALLEY 



The street car company should provide a 
north and south cross town line connecting 
with all radial lines and extending from Broad- 
way on the north to Broadway on the south. 
At no distant date in future this line should be 
placed underground from south of Market 
street to north of Franklin avenue to expe- 
dite access to the station. 

Train Shed 

The objection to the present train shed can 
be removed by taking it down and replacing 
it with a modern train shed of the "Bush" 
type or umbrella type. Illustrations accom- 
panying this report show the outlines of bal- 
loon sheds in use at St. Louis and at the South 
Station, Boston, Mass., also typical cross sec- 
tions of the Bush type and the umbrella type 
train sheds. 

A balloon type train shed somewhat similar 
to the St. Louis shed was recently taken down 
and replaced by an umbrella shed at the North 
Station, Boston. A few years ago a similar 
shed was taken down and replaced by an um- 
brella shed at Cleveland. A similar balloon 
type shed at Hoboken on the Pennsylvania is 
now being taken down. The balloon type has 
not been used in modern train shed construc- 
tion, but on account of the objectionable fea- 
tures previously mentioned has been super- 
seded either by the Bush type or umbrella 
type. No decision has been reached as to the 
type of train shed for the new Chicago Union 
Station, except that it will not be the balloon 
type. 

The illustrations accompanying this report 
show details of the cross-sections of the Bush 
type train shed used at Hoboken, N. j'., Chi- 
cago, 111., Scranton, Pa., Jersey City, N. J., 
Baltimore, Md., Detroit, Mich., Kansas City, 
Mo., Indianapolis, Ind., Ottawa and Montreal, 
Canada, and also the umbrella type shed used 
at AVashington, D. C, and St. Paul, Minn. 

The Bush type train shed covers the en- 
tire area over platforms and tracks, except a 
slot for the locomotive smokestacks. It is bet- 
ter adapted to cold climates than the umbrella 
shed. The Bush type shed was installed at 
Kansas City Union Station, but it was found 
unnecessary there to roof over the space be- 
tween the tracks. 



At Washington, D. C, which has a winter 
climate about the same as St. Louis, the um- 
brella sheds have given entire satisfaction. 

Midway 

The midway can be widened and additional 
space added to the waiting rooms, ticket of- 
fices and other station facilities, by cutting 
off the ends of the present station tracks, 
which, however, will not be feasible until some 
means be found to lengthen those tracks. At 
such time as this can be done, the midway 
should be increased 40 feet to give it a width of 
100 feet, the same as at Washington, D. C. 

Platforms Between Tracks 

The platforms can be widened, either by re- 
ducing the number of tracks, which is most 
objectionable, or by widening the train shed. 
Fortunately Twentieth street, north of Mar- 
ket street, is about 140 feet west of Twen- 
tieth, south of Market street. If 140 feet be 
acquired from the east end of the three blocks 
west of Twentieth street, from Market street 
to Clark avenue, and Twentieth street be 
moved over south of Market street, to line up 
with Twentieth street north of Market street, 
140 feet will be added to the track space and 
baggage room ; 80 feet will be sufficient to re- 
tain the present number of tracks and widen 
the station platforms to 18 feet, leaving 40 feet 
to be added to the present 36-foot baggage 
room and 20 feet to widen Twentieth street 
to 80 feet. 

If the Bush type or umbrella type sheds be 
used, the platforms should be not less than 
18 feet wide and tracks 12 feet centers, if the 
train shed supports be located in the plat- 
forms ; the platforms should be 16 feet wide 
and track centers 14 feet if the supports are 
located between the tracks. 

Length of Station Tracks and Approach 
Curves 

Consideration has been given to two meth- 
ods of lengthening the station tracks and flat- 
tening the approach curves. 

1. Extending the tracks through the pas- 
senger station to or across Market street. 

2. Moving the entire body of tracks in Mill 
Creek Valley south to Gratiot street or beyond 
and utilizing the space thus obtained. 






, k 1U 







•s^ 



^ 



<9 












i 

VI 



1 



fig 

tir 






i 



v ft q $ 



V3 



1 






^ 
^ 



J.. 

4-- 



55 



-Sft^^ityftf&tfty? . -^Skylight* Poof over central 

^^\%£ and Montreal n 1 ^ I „ portion omitted at 

^ Kansas City 



.lA',iK-'....,Hlll.-!.A-.Wg 





SJ-roeJ-ural Derails Somewhat) 
different af each /ocoh'on / 




l2'tol2-£" ) t t 5 : o 



h 



*J^k 



!^~1. - ^■^.■rHC^C <^Q 



A 



-^L-»-r^ 



Platform 
*-/6'+o22' 



'■:-"-'■ -~A 



DETAIL CROSS SECTION OF TYPICAL BUSH TYPE TRAIN SHED 



2Z'-4 



A'-m 




L 4lOJ' l 



2QlML 



DETPIL CQ0S5 SECTION OF UMB&ELL P TfSAlN SHED 

PT WASHINGTON, P. C 



Detail Ceoss Sections 
BUSH TYPE & UMBRELLA TZAIN SHEDS. 

1921 

Prepared for Engineers Committee /nvestigarina 

St Louis - East St. Loot's Railroad Terminals 
C.E- Smith & Co. Consulting Engineers 



Fig. 31 — Cross Sections of Bush Type and Umbrella Train Sheds. 







-11 




57 



58 



ST. LOUIS UNION STATION AND MILL CREEK VALLEY 



The first plan was dismissed as impracti- 
cable, involving as it would, engineering diffi- 
culties, expense and loss of other facilities not 
commensurate with the gains. 

The second plan would provide approxi- 
mately 450 feet more length than at present. 

Assuming that the Missouri Pacific and 
Terminal Railroad Association would each re- 
tain their present widths of track space south 
of the Union Station approach, this extra 450 
feet would provide 200 feet for flattening the 
approach curves from 15 degrees to 10 degrees 
and add 200 feet to the station tracks, making 
them from 1,050 to 1,150 feet in length. The 
remaining 50 feet would be available for 
widening the present midway. 

This plan has the distinct advantage, that 
by throwing the entire body of tracks in Mill 
Creek Valley to the south, including the east 
and west approach tracks of the Union Sta- 
tion, valuable space now occupied by tracks 
along the north edge of the Terminal property 
east and west of the station, would be released 
for other purposes. 

East of the station space would be available 
for team tracks, railroad warehouses, suburban 
coach and engine facilities, switch leads and 
storage tracks for local freight houses and 
Cupples Station. 

West of the station space would be avail- 
able for train tracks for making up and break- 
ing up passenger trains, additional and en- 
larged baggage, mail and express facilities, 
additional facilities for handling locomotives, 
additional yards for passenger train cars, team 
tracks, and other necessary facilities. 

The latter plan also has the advantage that 
it would provide space that is urgently re- 
quired for a passenger train yard immediately 
adjoining the station, and the correction of 
the inadequacies in baggage, mail and express 
facilities, engine house facilities, etc. 

The Committee recommends that the second 
plan be carried out for the reasons stated 
above. 

Passenger Train Yards 

At the present time when an incoming pas- 
senger train backs into the station, the engine 
is cut off and run to the engine house ; the 
train remains on the track until all mail and 
baggage and some express are unloaded, after 



which a switch engine goes into the station 
and hauls out part or all of the train ; thus at 
least four movements are made for each in- 
coming train, and four similar movements 
for each outbound train. 

The present station tracks practically serve 
as train tracks where trains are made up and 
broken up, at least to the extent of taking off 
and putting on the locomotives. If engines 
were attached to trains being made up, be- 
fore trains are placed on the station tracks 
and engines detached after removing trains 
from the station, the number of movements 
through the station approaches would be re- 
duced one-half. 

This can be accomplished by moving the lo- 
comotive facilities and all passenger train car 
facilities to one side of the station. Room is 
available to the west. 

The proposed plan shows such a passenger 
train yard for making up and breaking up 
passenger trains, immediately west of the west 
station connection, next to which is shown the 
location for enlarged engine facilities. In that 
yard the locomotives would be attached to and 
detached from the trains; switch engines 
would switch baggage, mail and express cars 
between the head end tracks set aside for 
those purposes and the yard tracks. Other 
switch engines would handle passenger 
coaches, Pullmans, etc., between the passen- 
ger train yard and the appropriate yards. Un- 
der this plan it would be necessary for road 
trains to occupy station tracks only while 
loading and unloading passengers, while un- 
loading mail, baggage and express for imme- 
diate connections, and while loading late ar- 
riving mail, baggage and express. 

The addition of nine tracks for this purpose 
close to the South Station at Boston very ma- 
terially relieved congestion at that station. 

Baggage, Mail and Express Facilities 

A noteworthy feature of the Union Station is 
the baggage, .mail and express tunnel under 
all the tracks connecting with Eighteenth 
street and Twentieth street near the south end 
of the train shed. This subway is 96 feet 6 
inches wide, divided as follows : 

Outbound Baggage Room 42' 6" 

Roadway for Trucks 43' 

Mail and Express Platform 11' 0" 




Fig. 33— Present Railroad Facilities in Mill Creek Valley and Proposed Enlargement of Facility 



ST. LOUIS UNION STATION AND MILL CREEK VALLEY 



59 



On the mail and express side sixteen ele- features. Only a small part of the additional 

vators located between the tracks are set in rea! estate that would be required is improved. 

recesses in the south wall. Sixteen baggage Comparison of the present layout with the 

elevators are located in the outbound baggage proposed layout shows the present narrow 

room. Outbound baggage is delivered in the throat of tracks west of the Station widened 

subway opposite the elevator serving the train out, and all facilities enlarged to meet present 

on which the baggage is to leave. Similarly and future requirements. 

outbound mail and express that is not loaded Statistical comparison between the present 

directly into cars at the express buildings are and ultimate proposed Union Station facilities 

handled partly on trucks and drays direct is as follows : 

TABLE VII— STATISTICAL COMPARISON BETWEEN PRESENT AND PROPOSED UNION 

STATION FACILITIES. 

Present Proposed 

Midway 60 feet wide 100 feet wide 

Station Tracks 32 32 

Length of Station Tracks 850 to 900 feet 1,100 to 1,150 feet 

Approach Curves 15 degrees 10 degrees 

Outbound Baggage Room 600 feet long 800 feet long 

Inbound Baggage Room 9,000 square feet 45,000 square feet 

Tracks for Baggage Cars 12 cars 

Mail and Express Buildings to be divided as required west of 

Station 4,500 square feet 100,000 square feet 

Tracks at Mail and Express Buildings and Head End Yard.. 60 cars 150 cars 

Train Yard None 20— 1200-foot tracks 

Engine House Facilities 150,000 square feet 350,000 square feet 

Passenger Train Car Yards 2,000,000 square feet 4,000,000 square feet 

Team Tracks and Warehouses. ^ 500,000—12 acres 1,000,000—24 acres 

Suburban Station None 20 tracks 

Grade from Twelfth Street to Merchants Elevated and Mu- 
nicipal Bridge 2 per cent 1 per cent 

from outlying stations and partly on platform Sequence of Improvements 

trucks from the mail and express stations. It would not be nece ssary to carry out at one 

All inbound mail, baggage and much of the time all the improvements shown on the pro . 

express are handled down the 32 elevators and posed plailj but it couM be donC) in ^^ about 

by platform trucks to the respective buildings. as f u ows . 

The new plan proposes no change in the (a) p urchase of land south of tracks and 

handling of outbound baggage, but provides mQying Missouri p acific yard This would 

largely increased facilities and spur tracks for proyide &n easier approach to the Merchants 

the handling of outbound mail and express and ^, . , , ,, ,,■ . . , -r, • , ^.u .t 

& r -Llevated and the Municipal Bridge than the 

for the unloading^ of inbound baggage, mail , , - ■ ,. ^ ,,,, 

fe && & ' present 2 per cent incline near Twelfth street, 

and express away from the station tracks. , , , , , , ( , t 

^ J . and would release land for other purposes east 

The present facilities for this purpose are r .. Station 

inadequate. The lengthening of station tracks ,,. ' , r , , . . ^ , 

, \ , . • 1 r ,i • ( D ) Jrurchase of land north of tracks west ot 

and widening station platforms wotnd require TT . Pl ,. , ,. , , 

, , , , -it Union Station and the progressive develop- 

the removal of the present express buildings. . _. _ . . , A . 

_. . , , •, ,. , j- ment ot the hnal layout ot passenger train yard. 

Room for enlarged express buildings, addi- . . .... . ° 

, , , , , , .,,?,.. . engine facilities, etc., as required, 

tional head end tracks and mail building is . . 

..... - L , , (c) At any time after completion of (a) and 

available between the present location and „ \ r . . v y . 

m - regardless ot status ot (b) the mam station 

iwenty-nrst street. , , , , , „ , , 

leads could be thrown south, the new natter 

Proposed Plan of Mill Creek Valley curves put in, all station tracks lengthened ex- 
Illustrations accompanying this report show cept those interfering with express buildings, 
the present and proposed railroad layouts in and temporary connections made with new 
Mill Creek Valley, including the improvement throats. The Midway could be widened at this 
of the Union Station facilities, location of pro- time, 
posed suburban station, and other improved (d) Only after the completion of (a) and (c) 



60 



ST. LOUIS UNION STATION AND MILL CREEK VALLEY 



could the present train shed be taken down, the The Committee recommends that the plan 

tracks spread, platforms widened and umbrella accompanying this report, entitled "Proposed 

sheds built. At this time it would be desirable Enlargement of Railroad Facilities in Mill 

to rebuild the express facilities to permit the Creek Valley," be adopted by the railroads as 

track and platform work to be completed. an ultimate plan for development, and that all 

(e) The ticket office and waiting room could future improvements in that district conform to 

be rearranged and enlarged at any time. that plan. 



CARLOAD FREIGHT 

DESCRIPTION AND OPERATION OF 

FREIGHT TERMINALS 



The freight carrying railroads in the St 
Louis-East St. Louis railroad terminals are as 
follows: 

Fifteen Members of Terminal Railroad As- 
sociation : 

B. & O. R. R. Co. 

C. B. & Q. R. R. Co. 
C. & A. R. R. Co. 

C. R. I. & P. Ry. Co. 
Q C. C. & St. L. Ry. Co. 
Illinois Central R. R. Co. 
L. & N. R. R. Co. 
M. K. & T. Ry. Co. 
Missouri Pacific R. R. Co. 
Pennsylvania R. R. Co. 
St. L. S. F. Ry. Co. 
St. L. S. W. Ry. Co. 
Southern Ry. Co. 
Wabash Ry. Co. 

St. L. I. M. & S. Ry. Co. (Merged with and 
herein referred to under Mo. Pac. R. R.) 

Not Members of Terminal Railroad Associa- 
tion: 

C. & E. I. R. R. Co. 
C. P. & St. L. R. R. Co. 
M. & O. R. R. Co. 

T. St. L. & Western Ry. Co. 
Illinois Traction System. 

Short Coal Roads: 

East St. L. & Sub. Ry. Co. 
L. & M. Ry. Co. 
St. L. & O'F. Ry. Co. 
St. L. T. & E. R. R. Co. 
St. L. & O. R. R. R. Co. 

Switching Companies: 

A. & S. R. R. Co. 

East St. L. J. R. R. Co. 

Manufacturers' Ry. Co. 

Terminal Railroad Association of St. Louis. 

Freight is handled on each side of the Mis- 
sissippi River by the following railroads : 



West (St. L.) Side of Miss. River: 



C. B. & Q.— West 

M. K. & T. 

Wabash — West 

C. R. I. & P. 

C. & E. I. 

St. L. S. P.— S. W. 



St. L. S. F.— South 
Mo. Pac. — West 
Mo. Pac— South 
111. Traction System 
Manufacturers' Ry. 



Terminal Railroad Association of St. Louis, 
consisting of 
Wiggins Ferry 

St. L. Merchants Bridge Term. Ry. 
Terminal R. R. 

East (E. St. L.) Side of Miss. River: 



C. P. & St. L. 

C. & A. 

C. B. & O.— North 

C. C. C. & St. L. 

C. & E. I. 

Wabash — East 

L.&M. 

I. C— North 

T. St. L. & W. 

St. L. T. & E. 

Penn. 

B. &0. 

C. B. & O.— East 



St. L. & O'F. 

L. &N. 

E. St. L. & Sub. 

Southern 

St. L. & O. R. 

I. C— South 

St. L. S. W. 

Mo. Pac— South 

M. & O. 

E. St. L. C. & W. 

111. Traction System 

Alton & Southern 

E. St. L. Jet. Ry. 



Terminal Railroad Associa tion of St. Louis, 
consisting of 
Wiggins Ferry Co. 
St. L. Merchants Bridge Term. Ry. 
Terminal R. R. 

None of the railroads listed only on the west 
side of the river have any terminals on the 
east side. Of the railroads listed only on the 
east side of the river, none have facilities on 
the west side, except the Pennsylvania, the 
L. & N. and the St. L. S. W., which have local 
freight stations connecting with the rails of, 
and served by, the Terminal Railroad Associa- 
tion. 



61 




Fig. 34 — Approximate Outline of Switching Limits. 



62 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



63 



Of the companies named six are terminal 
switching and transfer companies as follows : 

Alton & Southern (east side only), East 
St. Louis Outer Belt ; 

East St. Louis Junction Ry. (east side 
only) Stock Yards Terminal ; 

Manufacturers' Ry. Co. (west side only) ; 

St. L. Merchants Bridge Term'l Ry. (both 
sides of river) ; 

Terminal Railroad Association of St. Louis 
(both sides of river) : 

Wiggins Ferry Co. (both sides of river). 
The Alton & Southern Railroad serves a 
number of industries, and in addition performs 
interchange of cars between roads with which 
it connects, from Granite City on the north 
to the Mississippi River on the south. It con- 
nects with all east side railroads except the 
C. & A., C. B. & O., C. C. C. & St. L., C. & 
E. L, Wabash, 111. Tract. System, and E. St. 
L. Jet. Avoiding as it does the Terminal con- 
gestion it affords an expeditious outer belt 
movement. It has relieved the terminals sev- 
eral times during congested periods in recent 
years by providing a route for freight that 
might otherwise have been embargoed. The 
Alton & Southern is not controlled by any 
trunk line. 

The East St. Louis Junction Railway serves 
the East St. Louis Stock Yards, the large 
packers and several smaller industries. It has 
connections with the Terminal Railroad Asso- 
ciation and several other East St. Louis rail- 
roads. It does not interchange cars between 
railroads. It is not controlled by any trunk 
line. 

The Manufacturers' Railway serves an in- 
dustrial district in South St. Louis, connecting 
with approximately 8 per cent of all of the 
industries in the City of St. Louis. It has 
connections with the Missouri Pacific Rail- 
road and with the tracks of the City of St. 
Louis, now used by the Terminal Railroad As- 
sociation. It does not interchange cars be- 
tween railroads. It is not controlled by any 
trunk line. 

Terminal Railroad Association of St. Louis 

The Terminal Railroad Association of St. 
Louis is a terminal transfer and switching 
company with facilities on both sides of the 
Mississippi River connected by two bridges. 



It is a co-operative enterprise ; its stock is held 
in equal proportion by the fifteen trunk rail- 
roads previously mentioned. It is the only 
company that has connections with all rail- 
roads on both sides of the river. 

The Terminal Railroad Association is com- 
posed of over twenty subsidiaries, which are 
grouped into three operating companies, viz : 
Terminal Railroad (Eads Bridge Route) ; 
St. Louis Merchants Bridge Terminal 

Railway ; 
Wiggins Ferry Co. 

Although there are three operating compa- 
nies, the facilities are used interchangeably to 
a certain extent. 

The Terminal Railroad furnishes the Union 
Passenger Station, and, with the St. Louis 
Merchants Bridge Terminal, furnishes passen- 
ger train routes for all railroads. It also han- 
dles freight between railroads in the Mill 
Creek Valley and East St. Louis via the Eads 
Bridge, using the large central clearing yard 
near Relay Depot and yard tracks in St. Louis. 
It also has a universal 1. c. 1. freight station 
in the Mill Creek Valley for all lines and serves 
the Cupples Station. 

The St. Louis Merchants Bridge Terminal 
Railway operates the Illinois Transfer Rail- 
way (East St. Louis Outer Belt), which ex- 
tends around East St. Louis from the Mer- 
chants Bridge to Valley Junction, lines to 
Madison and Granite City, a river front line 
in St. Louis partly elevated from the Mill 
Creek Valley to North St. Louis and an outer 
belt north and west of St. Louis. It has the 
large central clearing yard known as Madison 
Yard on the east side and several smaller yards 
on the west side. It handles freight between 
railroads and industries on both sides of the 
river. 

The Merchants has no 1. c. 1. facilities, but 
handles that business for other railroads. In 
the Mill Creek Valley the Merchants serves 
the Seventh street freight station of the St. 
L. S. F. In North St. Louis it serves the off- 
line freight stations and team tracks of the 
Missouri Pacific, St. L. S. F., C. & E. I., C. 
R. I. & P., M. K. & T. and St. L. S. W. It 
also serves the off-line freight stations of the 
L. & N. and Pennsylvania in North St- Louis. 




•LINES OF TERMINAL RAILROAD A55N OF ST LOUIS 
-ALL OTHER RAILROAD LINES 



Fig. 35 — Lines of Terminal Railroad Association of St. Louis. 



64 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OP TERMINALS 



65 



which were in operation by those companies 
in 1920. 

The Wiggins Ferry Company operates rail- 
ways on the river front on both sides of the 
river. For many years it handled freight cars 
across the river on car ferries. That service 
was suspended when the East St. Louis levees 
were commenced several years ago and has 
not been resumed. The connection between 
the lines on the two sides of the river, formerly 
furnished by the car ferries, has been super- 
seded by an all-rail route over the Venice high 
line and the Merchants Bridge crossing over- 
head the C. & A., C. C C. & St. L., Wabash 
and V. & C. Belt of the Southern Railway. 

The Wiggins Ferry has a large central clear- 
ing yard on the East St. Louis water front and 
several smaller yards. 

Practically all cars received by the Terminal 
Railroad Association for delivery to railroads, 
with the exception of live stock and perishable 
freight which is handled direct, and a small 
percentage of dead freight that is handled di- 
rect, pass through and are classified in the 
three large central clearing yards. These cen- 
tral clearing yards have the advantage that 
there may be assembled in them from several 
railroads, large cuts of cars for the individual 
roads. They have the distinct and decided dis- 
advantage of necessitating assembling from 
interchange tracks and a second classification 
with consequent delay. The present yards do 
not conform to modern principles of yard de- 
sign, principally because they are too short for 
the progressive movement of cars through 
them. The receiving tracks, classification 
tracks and departure tracks are side by side 
instead of in succession, which necessitates 
continuous retrograde and switchback move- 
ments. The Wiggins Yard is the only one of 
the three so located that it could have been de 
signed for progressive movements. 

The Terminal Yard at Relay is an out- 
growth of early conditions. At its west end 
is the Relav^ Depot, the Pennsylvania, the C. 
C. C. & St. L. and the foot of the Eads Bridge 
approach. At its east end are the packers and 
stock yards. 

The Madison Yard is congested at both 
ends. At the north end is the junction of the 



Merchants Bridge approach, the Granite City 
lines, the Illinois Transfer Railway and the 
Madison lines, crossed at grade by a busy city 
street with street cars and interurban electric 
railway. At the south end is the crossing of 
the Illinois Transfer Railway and the V. & C. 
Belt by the T. St. L. & W.,'c. P. & St. L., I. 
C. and St. L T. & E. 

The facilities of the Terminal Railroad As- 
sociation are sufficient in normal times to han- 
dle all the freight its connections can handle, 
but as its facilities are the outgrowth of early 
conditions and not of "modern design, they 
are slow and expensive in operation. There 
are many long detours, retrograde and switch- 
back movements which proper design and op- 
eration can eliminate. Even in normal times 
there is much complaint of the slow handling 
of cars by the Terminal Railroad Association. 
In busy periods the dissatisfaction is most in- 
tense. 

The Terminal Railroad Association and its 
associated companies, the Merchants and the 
Wiggins, have on their lines 27.1 per cent of 
the west side industries and 39.2 per cent of 
the east side industries, amounting to 29.3 per 
cent of the industries in the entire district. 

The Terminal Railroad Association is the 
St. Louis terminal of all the east side lines. 
Likewise it is the east side terminal of all the 
west side lines. Generally speaking it is the 
common terminal of the entire district for all 
lines. 

As the service of the Terminal Railroad As- 
sociation is available to all railroads on an 
equal basis, and as no preference is shown to 
any railroad, each railroad is on a par with all 
other railroads at all points served by the Ter- 
minal Railroad Association. Consequently 
there has not been at St. Louis that keen com- 
petition in the development of individual ter- 
minals that has taken place in other cities. 

Although the Terminal Railroad Associa- 
tion and its affiliated companies are controlled 
by fifteen proprietary companies, those com- 
panies do not enjoy any special privileges, but 
on the other hand carry a potential liability 
through their individual and collective guar- 
antee of all Terminal Railroad Association ob- 
ligations. 



66 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



The rates of the Terminal Railroad Associ- 
ation and its subsidiaries, the Merchants and 
the Wiggins, consist of tariffs so made that in 
normal times the entire expense and fixed 
charges are recovered through its rates, to the 
end that the proprietary lines are never called 
on to make up deficits. The tariff rates are the 
same for all connecting railroads, whether pro- 
prietary lines or not. The management has 
been quite successful in avoiding deficits that 
would have to be charged back to its fifteen 
proprietors ; on the other hand, it has been 
successful in normal years in earning sufficient 
surplus to take care of its minor capital re- 
quirements for improvements and betterments. 

Generally speaking, the proprietary lines do 
not use any of the tracks of the Terminal Rail- 
road Association in interchanging freight di- 
rectly between trunk lines, although there are 
a few such movements specially arranged 
through contract in past years. 

One of the exceptions in the handling of 
freight is the C. & E. I., which operates its 
own locomotives over the Merchants Bridge 
and Terminal Railroad Association tracks, 
from the east side of the Mississippi River, to 
the yards of the St. L. S. F. on the west side of 
the river. For that service the C. & E. I. pays 
the Terminal Railroad Association the same 
charges as though the cars were delivered by 
the C. & E. I. and the St. L. S. F. for inter- 
change, with the exception that the Ter- 
minal Railroad Association credits the C. 
& E. I. an appropriate amount for the use of 
its locomotives in performing the service. Sim- 
ilarly the C. & A. operates with its own engines 
in and out of the Missouri Pacific Twenty - 
third street yard, St. Louis. There are very 
few such movements, most of the freight 
movements being handled by Terminal Rail- 
road Association locomotives. Another excep- 
tion is the Wabash, which handles freight be- 
tween its east and west lines with its own 
engines across, the Merchants Bridge. 

Most of the east side lines handle live stock 
in and out of the Stock Yards with their own 
engines, using tracks of the Terminal Railroad 
Association. Otherwise the Terminal lines 
are not "open to freight movements of its con- 
nections with the locomotives of the connect- 



ing lines, unless such connecting lines pay the 
regular tariff rates, the same as though the 
Terminal handled the freight in the regular 
manner. This is different from the handling 
of passenger trains, which are handled over 
Terminal tracks by the engines of the individ- 
ual roads to the greatest practicable extent. 

As the Terminal Railroad Association han- 
dles the bulk of the freight interchanged be- 
tween railroads, and as it handles freight to 
and from industries and team tracks for all 
railroads and to and from St. Louis freight 
houses for many railroads, as well as handling 
the great bulk of the trans-river business, it 
plays a most important part in the handling 
of freight for all railroads in the St. Louis-East 
St. Louis railroad terminals. For this reason 
the details of its operations will be described 
here, following which the other railroads in the 
terminals and their operations will be de- 
scribed. 

Terminal Railroad (Eads Bridge Line) 

The Terminal operates between connections 
with the Wabash, Missouri Pacific and St. 
Louis-San Francisco, in the Mill Creek Valley 
near the St. Louis Union Station, and its con- 
nections with nearly all east side railroads via 
the Tunnel and Eads Bridge. 

Live stock and perishable freight are han- 
dled direct from one road to another by Ter- 
minal engines without delay. Dead freight is 
assembled in its yard and classified before de- 
livery. 

The principal classification yard of the Ter- 
minal is in East St. Louis, northeast of Relay 
Depot, known as C. D. Yard. 

All east side roads having cars for delivery 
to other roads or for local delivery in the Mill 
Creek Valley at St. Louis deliver such cars in 
C. D. Yard, the engines of those roads return- 
ing light to their own yards ; the cars are then 
classified in C. D. Yard and delivered by Ter- 
minal engines to the respective roads on des- 
ignated receiving tracks. The Terminal en- 
gines making such deliveries on the east side 
return light to C. D. Yard. The Terminal en- 
gines handling cars across the river are loaded 
in both directions. 

The west side roads, connecting with the 
Terminal in the Mill Creek Valley deliver all 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



67 



cars for east side roads in the Twenty-third 
Street Yard, St. Louis. These cars, as a rule, 
are not classified in the Twenty-third Street 
Yard, but are taken over the Eads Bridge to 
C. D. Yard, where they are classified and de- 
livered to the respective roads'. 

Occasionally, however, when a solid cut 
is delivered, as for example say, by the Mis- 
souri Pacific for the Pennsylvania, the Ter- 
minal engines take the Merchants Bridge route 
and deliver direct to the receiving road, avoid- 
ing the Terminal yard in East St. Louis. Move- 
ments of this kind are also made occasionally 
because of the capacity of the Eads Bridge 
which limits the size of train to be moved. 
Cars destined for local delivery in the Mill 
Creek Valley by the Terminal are classified 
either at the Twenty-third Street Yard or the 
Eleventh Street Yard in St. Louis. 

St. Louis Merchants Bridge Terminal Ry. 

The St. Louis Merchants Bridge Terminal 
Railway interchanges cars with every railroad 
on both sides of the river. 

Live stock and perishable freight is handled 
direct from one road to another without delay. 
Dead freight is assembled in its yards and 
classified before delivery. 

Some east side lines deliver cars into Madi- 
son Yard, while others deliver on designated 
interchange tracks outside of Madison Yard. 
In the opposite direction the Merchants deliv- 
ers into the yards of those roads that deliver 
into Madison Yard and on the designated in- 
terchange tracks for other roads. As a rule 
both the Merchants engines and engines of 
other lines return light after making deliveries. 

The C. & E. L, however, is an exception, as 
it delivers into Madison Yard and receives in 
the same yard, the movement in both direc- 
tions being made with its own engines. The 
Missouri Pacific is another exception. That 
road furnishes interchange tracks at Dupo and 
makes several classifications for the Merchants, 
which reciprocates by handling cars in both 
directions to and from Dupo Yard. 

On the west side of the river the Merchants 
receives from and delivers to west side lines 
at a number of points, the classifications being 
made at the Harlem Yard, Bulwer Avenue 



Yard and Bremen Avenue Yard, when the 
movement of cars is between west side lines 
only. When the movement is between east 
side lines and west side lines the classification 
is made in Madison Yard, as mentioned above. 

The classification of practically all cars re- 
ceived from and delivered to east side lines is 
made in the Madison Yard, including those 
cars received from and delivered to west side 
lines via the Merchants. The one exception 
to the movement is the L- & M. Ry., which 
places cars for west side lines on the Mer- 
chants interchange track in road cuts. The 
Merchants then delivers those cars direct to 
the respective roads, thus avoiding the neces- 
sity of handling those cars in Madison Yard. 

The Merchants does considerable industrial 
switching on both sides of the river. Such 
cars are generally classified at small local yards 
in the vicinity of the industrial sections for 
the larger classification yards, where they are 
again classified for delivery to roads. The 
Merchants performs also the switching service 
for a number of freight houses of individual 
lines on the west side of the river. The move- 
ment between these houses and their respec- 
tive roads, however, is direct and does not go 
into any of the classification yards. The roads 
having freight houses served by the Merchants 
are the M. K. & T, St. L. S. W., L. & N., P. 
C. C. & St. L. ( C. & E. I., C. R. I. & P., St. 
L.-S. F. and Mo. Pac. 

Wiggins Ferry Co. 

The Wiggins Ferry Co. operates along the 
river front on both sides of the river and con- 
nects with all roads on the east side, except the 
Illinois Traction System, L. & M., St. L. & 
O'F., E. St. L. & Suburban and A. & S. On 
the west side it connects with the Missouri 
Pacific, Manufacturers', C. B. & Q. and Wabash. 

Live stock and perishable freight is handled 
direct from one road to another without delay. 
Dead freight is assembled in its yards and 
classified before delivery. 

All cars via Wiggins Ferry to and from east 
side lines are classified in the Wiggins North 
Yard, on the east side of the river. The Wig- 
gins Ferry receives from and delivers to east 
side lines on designated interchange tracks 
outside of the Wiggins Yard ; the interchange 




Fig. 36— Carload Freight Diagram— A. & S. R. R. 
68 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



69 



tracks in nearly all instances are in the river 
front yards of the other roads. Cars from west 
side lines for delivery to east side lines via the 
Wiggins Ferry are moved over the Merchants 
Bridge and the Venice High Line and classi- 
fied in the Wiggins East Side Yard before de- 
livery to the east side lines. 

The interchange of cars between lines on 
the west side of the river via Wiggins Ferry 
is made in or near the several Wiggins Ferry 
yards on that side of the river, such as the 
Miller Street Yard, Tyler Street Yard and the 
Bremen Avenue Yard. On the west side, the 
roads deliver their cars into the Wiggins yards 
and the Wiggins Ferry delivers to the other 
roads, the engines of certain roads returning 
light. The Missouri Pacific is an exception. 
Deliveries in both directions are made in its 
Lesperance Street Yard. 

The Wiggins Ferry does considerable indus- 
trial switching on the west side of the river, 
the cars from industries being classified at or 
near the industries for the larger classifica- 
tion yards, where they are again classified for 
the individual roads. Some industrial switch- 
ing is performed on the east side, all the cars 
being classified in the Wiggins East Side Yard. 

In addition to the movements of the three 
companies described above there is also an in- 
terchange movement between the three com- 
panies. For example, the Terminal delivers 
cars to the Wiggins and Merchants for deliv- 
ery to industries on the rails of those compa- 
nies and also for delivery to roads with which 
the Terminal has no direct connection — the 
other two companies do likewise. 

The question as to which of the Terminal 
Railroad Association agencies will handle cars 
and the yards and interchange points through 
which such cars will be handled is at present 
decided by the operating officers of the Ter- 
minal Railroad Association. 

Alton & Southern Railroad 

The Alton & Southern Railroad is an outer 
belt terminal switching line extending around 
East St. Louis from the Fox Terminal on the 
Mississippi River south of East St. Louis to 
Granite City. It has but one yard, the Davis 



Yard, at the east end of the eastern approach 
to the St. Louis Municipal Bridge. 

It connects with 7.6 per cent of the east side 
industries; 1.4 per cent of all industries in the 
switching limits, and has a number of team 
tracks, but no freight house. It has no facili- 
ties in St. Louis. 

Freight is interchanged by the Alton & 
Southern Railroad between the following rail- 
roads : 

Mobile & Ohio, 

Missouri Pacific, 

East St. Louis, Columbia & Waterloo, 

Merchants Bridge Terminal. 

Illinois Central, 

St. Louis Southwestern, 

St. Louis & Ohio River, 

Southern, 

East St. Louis & Suburban, 

Louisville & Nashville, 

St. Louis & O'Fallon, 

Baltimore & Ohio, 

Pennsylvania, 

St. Louis, Troy & Eastern, 

Toledo, St. Louis & Western, 

Litchfield & Madison, 

Chicago, Peoria & St. Louis, 

Also between those railroads and team 

tracks and industries on the Alton & 

Southern. 

The Alton & Southern receives from and de- 
livers to other roads at designated interchange 
tracks at or near the points of crossing with 
the various roads. In its interchange with 
other roads there is no light engine mileago 
except occasionally in connection with special 
unbalanced movements. 

Cars received on interchange tracks are 
taken to Davis Yard, where they are classified 
and trains made up for all deliveries north and 
south of the yard. 

Deliveries to interchange tracks, team tracks 
and industries are then made as the train pro- 
ceeds to the end of the line. The engine mak- 
ing the delivery picks up cars on its return 
journey and delivers them to Davis Yard, 
where they are classified. 

Frequently a solid train of cars passes be- 
tween railroads without going to Davis Yard. 

Some movements to and from large indus- 
tries do not go into Davis Yard. For example, 
coal cars from the East St. Louis & Suburban 



FERGUSON 



/GRANVTS! 
CITY 
// 



.s\ 



/ 



Or I. 



■& 



<&&$* 
<&#*■ 



am 



INTERCHANGE POINTS 

(J) B.&0. RECEIVES FROM 
TERMINAL. L&N AND CB.5Q 
(2)&aO.DEUVER5 TO TERMINAL 
(J) BiO DELIVERS TO AND 
RECEIVES FROM MERCHANTS 
(2J)aS0, OELIVERS TO AND 
RECEIVES FROM WIOGINS. 
(§)asa OELIVERS TO C-BSQ 

fB«0 OELIVERS TO AND 
IVES FROM C&A. 
(J)6.80 DELIVERS TO AND 
RECEIVES FROM STOCK YARDS. 
(J) 680 OELIVERS TO L.8N. 

(^)B.SO. DELIVERS TO ANO 
RECEIVES FROM SOU 
(JQ) 8.&0 DELIVERS TO AND 
RECEIVE5 FROM A.8S. 



/ 



V 



V) 



iLJVro^. 5 - 






/ 



//> 



dP 



cv^ 



^ 






L.&.N 



V A v 



"N 



\ 



\ 



52s 



Pi 



cjt 



S^- 



^-STL 



&0f 



MflPLtWOOO 





/v 


XI LIN DEN WOOD 
\\ 


WEBSTER J 
GROVES ( 


T 


| 


\ 



\ 



\ 




SW«fw/S 



\ 



BRIOqe" 



V 



y 




-it**^* 


ss. 


^<^Us 








^ />^^ 




2 C^ — ^- 




Q^ \ 






*<£ 



/ 



4841 CARLOADS INBOUND OVER B&O , --«, 

546 ■ LOADED LOCALLY ON 680 FOR OTHER LINES/ "Wii 

264 - - FROM OTHER LINES UNLOADED LOCALLY [ 
ON EJ.&O. 
4S28 CAPLOAPS OUTBOUND OVER B 80. 
10.179 * TOTAL IN. OUT AND LOCAL 

EMPTY CARS NOT INCLUDED 



/ 



DUPO 



/' 



DIAGRAM SHOWING 
POUTING AND DENSITY OF 

BALTIMORE. & OHIO R.R. 
CARLOAD FREIGHT MOVEMENTS 

IN 

STXOUIS, EAST ST. LOUIS RAILROAD TERMINALS 

FOR 

OCTOBER 1920 

MAP NOT DRAWN TO SCALE 

moo iq ooo 15000 10000 7s0oo wo oo 

Scale, of Car& 



C t SMITH &C0 CONSULTING ENGINEERS 



Fig. 37— Carload Freight Diagram— B. & O. R. R. 
70 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



71 



for the Aluminum Ore Co., and coal cars from 
the Litchfield & Madison for the St. Louis 
Coke & Chemical Co. are handled direct be- 
tween these roads and the plants. 

The Alton & Southern affords an expeditious 
route outside the congested terminals for in- 
terchange between railroads and enjoys a good 
volume of such business. 

The Alton & Southern connects with the 
east end of the approach to the St. Louis Mu- 
nicipal Bridge at Twenty-ninth street, East St. 
Louis. It is the only east side railroad that 
now connects with that bridge. It is not pos- 
sible to reach the east end of the bridge with- 
out using Alton & Southern tracks. 

Baltimore & Ohio Railroad 

The Baltimore & Ohio enters East St. Louis 
from the east parallel with and south of the 
Pennsylvania. It crosses the Alton & South- 
ern, the Illinois Transfer, the Venice & Caron- 
delet Belt, the Pennsylvania, the Terminal 
(three times) and the Big Four at grade and 
ends at a connection with the Wiggins Ferry 
on the Mississippi River front. 

The B. & O. has 2.4 per cent of the east side 
industries on its rails ; 0.5 per cent of all the in- 
dustries in the St. Louis-East St. Louis switch- 
ing limits. It also has some team tracks and a 
freight house on the East St. Louis river front 
north of the Eads Bridge, through which it 
handles all St. Louis and East St. Louis and 
connecting line 1. c. 1. freight. It has no facili- 
ties in St. Louis. 

The B. & O. operates the Cone Yard east of 
Relay Depot, where its engine facilities are 
located, and the Lower yard near the river 
front. Inbound freight trains are received and 
broken up in the Cone Yard, with the exception 
of one westbound merchandise train, which is 
broken up near the freight house on the river 
front to expedite the setting of inbound 1. c. 1. 
freight. In Cone Yard inbound trains are 
broken up and freight is classified for delivery 
to: 

Louisville & Nashville, 

East St. Louis Yard of Terminal, 

Wiggins Ferry on river front, 

Madison Yard for Merchants Bridge Ter- 
minal, 



Chicago, Burlington & Quincy — East, 

Chicago & Alton, 

Southern, 

East St. Louis Junction, 

Alton & Southern, 

Baltimore & Ohio Freight House, 

Industries on Baltimore & Ohio, 

Baltimore & Ohio team tracks. 
Cars for other railroads are moved by B. & O. 
engines to receiving tracks of the other com- 
panies. Generally speaking, the engines return 
light. In interchange with the Merchants, the 
Southern and the Alton & Southern, however, 
the B. & O. tries to time its deliveries so that 
its engines will bring back cars, which, how- 
ever, is not always possible. 

The Wiggins Ferry Co. and the Chicago & 
Alton deliver cars to the B. & O. in the lower 
yard ; the Alton & Southern, Merchants Bridge 
Terminal and Southern deliver cars at the 
crossings of those lines ; all other roads deliver 
their freight at the Cone Yard ; the engines of 
those roads, with the exception of the Alton & 
Southern and the Southern, generally return 
light to their own lines. 

House freight, team track freight and indus- 
trial freight loaded and unloaded on its own 
lines is handled outside of the Cone Yard by 
switch engines, which deliver from Cone Yard 
on inbound and assemble there for outbound. 
Outbound trains are made up in the Cone 
Yard. 

During October, 1920, the B. & O. handled 
the following carload business, including cars 
loaded and unloaded at its freight house : 

549 carloads in for unloading on own lines, 
11.4 per cent of its inbound. 
4,292 carloads in for delivery to other lines, 
88.6 per cent of its inbound, 

546 carloads loaded locally for other lines, 

264 carloads from other lines unloaded lo- 
cally, 

449 carloads out loaded on own lines. 9.9 per 
cent of its' outbound, 
4,079 carloads out from other lines, 90.1 per 
cent of its outbound. 



10,179 carloads (not including empty cars), 3.7 
per cent of all St. Louis-East St. Louis 
carloads. 
During the week of October 18-23, 1920, the 

B. & O. handled the following 1. c. 1. business: 




Fig. 38— Carload Freight Diagram— C. & A. R. R. 

72 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



73 



Local : 

Inbound 326 tons, 4.3 per cent of all in- 
bound local. 
Outbound 670 tons, 3.2 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 661 tons, 9.5 per cent of all in- 
bound connecting line, 
Outbound 153 tons, 2.2 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 1,810 tons, 4.3 per cent of the 
total 1. c. 1. freight handled through St. Louis- 
East St. Louis freight houses. 

Chicago & Alton Railroad 

The Chicago & Alton enters East St. Louis 
from the north through Granite City and Mad- 
ison. It crosses at grade the C. P. & S't. L. at 
Granite City, the Venice & Carondelet Belt of 
the Southern Railway at Venice and the C. P. 
& St. L., T. St. L. & W., Wabash and C. B. & 
0. near Bridge Junction ; it ends at a connec- 
tion with the Wiggins Ferry on the river front. 
The C. & A. maintains some team tracks and 
a freight station on the East St. Louis river 
front, in which it handles all St. Louis and 
East St. Louis and connecting line 1. c. 1., 
freight. The C. & A. has 0.7 per cent of the 
east side industries on its rails; 0.1 per cent 
of all the industries within the St. Louis-East 
St. Louis switching limits. It has no facilities in 
St. Louis. 

Between East Alton and Bridge Junction 
the single track main line of the C. & A. forms 
the southbound main of a double track of 
which the C. C. C. & St. L. track forms the 
other ; this double track line is used by the 
C. & A., C. C. C. & St. L., C. B. & Q., and 
C. & E. I. 

The C. & A. operates the Venice Yard, 
where its engine terminals are located, the 
Brooklyn Yard, the Middle Yard near Bridge 
Junction, and the Lower Yard near the river 
front. 

Inbound C. & A. freight trains are received 
and broken up in the Venice Yard. In this 
yard inbound trains are broken up and freight 
is classified for delivery to : 

Southern, 

East St. Louis Junction, 

Cleveland, Cincinnati, Chicago and St. Louis, 

Wabash — East, 

Toledo, St. Louis & Western, 

East St. Louis Yard of Terminal, 



Madison Yard for Merchants, 

Wiggins Ferry, 

Terminal R. R. at Granite City, 

Chicago, Burlington & Quincy, East, 

Baltimore & Ohio, 

Louisville & Nashville, 

Missouri Pacific — Twenty-third Street, St. 

Louis, 
St. Louis, Troy & Eastern, 
C. & A. Freight House, 
Industries on C. & A., 
C. & A. team tracks. 

Cars for other railroads are moved by C. 
& A. engines to interchange tracks of other 
companies, with two exceptions. In inter- 
change with the Merchants, the C. & A. en- 
gines deliver to the C. D. Yard at Relay, and 
bring back cars for the C. & A. The same 
arrangement applies to the Missouri Pacific in 
St. Louis. All cars for Wiggins Ferry are 
taken by C. & A. engines to the Wiggins 
Yard on the river front. Engines return light, 
with the exception of interchanges with the 
Merchants, Missouri Pacific, B. & O., & L. 
& N. 

All roads, except the Merchants, Mo. Pac, 
and East St. Louis Junction deliver their inter- 
change freight in the Brookyln, Bridge Junc- 
tion, and Lower Yards. Engines of other roads 
return light to their own lines. The East St. 
Louis Junction delivers on a designated in- 
terchange track in the Stock Yards. 

The C. & A. house freight and team track 
freight loaded and unloaded is handled be- 
tween Venice and the Lower Yard by its 
own switch engines. All industrial freight 
loaded and unloaded on its lines is handled 
in the Venice and Lower Yards by switch 
engines which deliver from the yard on in- 
bound and assemble there for outbound. Out- 
bound trains are made up in the Brooklyn 
and Lower Yard. 

The C. & A. has recently made arrange- 
ments for interchange with the Mo. Pac, in the 
Mill Creek Valley, St. Louis, by means of 
its own power, C. & A. engines delivering 
cars to the Mo. Pac. and bringing back cars 
for the C. & A. It has also arranged an in- 
terchange with the Terminal at Granite City 
for the expeditious delivery of iron ore to the 
St. Louis Coke & Chemical Co. 

During October, 1920, the C. & A. handled 




Fig. 39— Carload Frtight Diagram— C. B. & Q. R. R. 

74 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



75 



the following carload business, including cars 
loaded and unloaded at its freight house : 

460 carloads inbound for unloading on own 
lines, 8.6 per cent of its inbound. 
4,905 carloads inbound for delivery to other 
lines, 91.4 percent of its inbound. 

81 carloads loaded locally for other lines. 

82 carloads from other lines unloaded lo- 
cally. 

433 carloads out loaded on own lines, 7.4 
per cent of its outbound. 
5,447 carloads out from other lines, 92.6 per 
cent of its outbound. 



11,408 carloads (not including empty cars). 

4.1 per cent of all St. Louis-East St. Louis 
Carloads. 

During the week of October 18-23, 1920, 
the C. & A. handled the following 1. c. 1. 
business : 
Local : 

Inbound 511 tons, 6.8 per cent of all in- 
bound local. 
Outbound 520 tons, 2.5 per cent of all 
outbound local. 
Connecting Line : 

Inbound 282 tons, 4.0 per cent of all in- 
bound connecting line. 
Outbound 141 tons, 2.0 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 1,454 tons, 3.5 per cent of the 
total 1. c. 1. freight handled through the St. 
Louis-East St. Louis freight houses. 

Chicago, Burlington & Quincy R. R. 

The C. B. & Q. enters St. Louis over one 
line and East St. Louis over two lines. 

The St. Louis line enters from the north 
over the Missouri River Bellefontaine Bridge. 
It follows the north St. Louis river front to 
North Market street, where it swings west 
across the tracks of the St. Louis Merchants 
Bridge Terminal and the Wabash into Eirst 
street, which it occupies to the south end of 
its line at Franklin avenue. 

The C. B. & O. has a large modern yard 
and engine terminals in North St. Louis just 
north of the Merchants Bridge ; it has a large 
team track layout at the north end of the 
freight house district between Tyler street 
and Mullanphy street ; also a freight station 
and team tracks at the south end of its line 
at Franklin avenue, where it handles practi- 
cally all its St. Louis and connecting line 1. c. 1. 
freight. 



On the east side the C. B. & 0. enters East 
Alton from the north over its own rails; be- 
tween East Alton and Bridge junction it uses 
the double track line formed by the tracks of 
the C. & A. and C. C. C. & St. L. ; at Bridge 
Junction it crosses the C. P. & St. L., T. St. 
L. & W., Wabash, and C. & A., and swings 
to the west to a connection with the Wiggins 
Ferry on the river front. 

The C. B. & 0. also enters East St. Louis 
from the east over the B. & O. to Relay 
Depot, where it leaves the B. & O. and uses 
its own rails across the Terminal and C. C. C. 
& St. L. to a connection with its tracks from 
the north near Bridge Junction. 

Near the junction of these two lines the 
C. B. & 0. has its east side freight yard and 
engine terminals. Also a freight house in 
which, however, it handles only a small part 
of its business, principally East St. Louis 
1. c. 1. freight. 

The C. B. & O. also has operating rights 
over the Alton Bridge between West Alton 
and Alton, and over the Illinois Terminal 
Railroad, between Alton and East Alton, 
which enables it to operate its own trains be- 
tween St. Louis and East St. Louis. 

In St. Louis the C. B. & Q. has 2.6 per 
cent of the industries on its lines ; in East 
St. Louis it has none ; its St. Louis industries 
are 2.2 per cent of all the industries within 
the St. Louis-East St. Louis switching limits. 
C. B. & Q.— East: 

Inbound C. B. & 0. (East) freight trains 
from both lines are received in its yard be- 
tween Bridge Junction and the river front. 
In this yard inbound trains are broken up 
and freight is classified for delivery to : 

Baltimore & Ohio, 

Chicago & Alton, 

Illinois Central, 

Louisville & Nashville, 

Cleveland, Cincinnati, Chicago & St. 
Louis, 

East St. Louis Yard of Terminal, 

Wiggins Ferry, 

Madison Yard, 

Southern, 

East St. Louis Junction, 

C. B. & 0. Freight House and Team 
Tracks (E. St. Louis). 
Each of the classifications for other railroads 



76 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



is moved by C. B. & O. engines to interchange 
tracks of the other companies, except the Wig- 
gins Ferry and Southern, which come to the 
C. B. & Q. Yard. Engines return light after 
making deliveries. 

In the opposite direction other roads de- 
liver their interchange freight in the C. B. 
& O. Yard and the engines of those roads re- 
turn light to their own lines, except the Wig- 
gins Ferry and Southern. 

C. B. & Q. (East) house freight and team 
track freight is handled by switch engines 
which deliver from this yard in inbound and 
assemble there for outbound movement. 

Outbound trains are made up in this yard. 
C. B. & Q.— West : 

Inbound C. B. & Q. (West) freight trains 
are received in its North St. Louis Yard north 
of the Merchants Bridge. In this yard in- 
bound trains are broken up and freight is 
classified for delivery to : 

Missouri, Kansas & Texas, 

Wabash (West), 

Merchants Bridge Terminal, 

Wiggins Ferry, 

C. B. & Q. (West) Freight House, 

Industries on C. B. & Q., 

C. B. & Q. Team Tracks. 
Each of the classifications for other roads 
is moved by C. B. & 0. engines to interchange 
tracks of the other companies. Engines re- 
turn light after making deliveries. 

In the opposite direction other roads 
deliver their interchange freight in the C. B. 
& 0. Yard, except in some instances the Wig- 
gins Ferry delivers at Mound street. En- 
gines of other roads return light to their own 
lines. 

C. B. & Q. house freight, team track freight 
and industrial freight loaded and unloaded on 
its own lines is handled outside of its yard by 
switch engines which deliver from there on 
inbound and assemble there for outbound 
movement. All C. B. & Q. (West) outbound 
trains are made up in its North St. Louis 
Yard. 

In addition to the routes controlled by the 
Terminal Railroad Association, for the transfer 
of cars across the river, the C. B. & Q. makes 
considerable use of the Alton Bridge for move- 
ments between the Hannibal Division, north 



of St. Louis, and the Paducah Division, east 
of East St. Louis, and also connections with 
other roads in East St. Louis. 

It also uses the Alton Bridge to the extent 
of several hundred cars a month in each direc- 
tion between North St. Louis and East St. 
Louis. Carloads making the latter movement 
are generally cars loaded at the Burlington 
Elevator and industries in North St. Louis, 
or held in St. Louis for reconsignment and 
later consigned to connecting lines in East 
St. Louis. In the opposite direction the move- 
ment consists of carloads delivered to the C. 
B. & Q. (East) by trunk lines for delivery 
to North St. Louis industries on the C. B. 

& o. 

Notwithstanding the distance of about forty 
miles between North St. Louis and East St. 
Louis by the Alton Bridge, as compared with 
about three miles by the Merchants Bridge, 
the Burlington chooses the Alton Bridge route 
because it is much quicker and cheaper than 
the movement by the Terminal Railroad As- 
sociation. The round trip over the Alton 
Bridge is made within eight hours. Including 
this local movement and the through move- 
ment, more than 6,000 carloads moved over 
the Alton Bridge during October, 1920, which 
is one and one-half times as many as passed 
between the C. B. & Q. and other roads via 
all river crossings at St. Louis. 

During October, 1920, the C. B. & Q. han- 
dled the following carload business, including 
cars loaded and unloaded at its freight houses : 
1 .708 carloads in for unloading on own lines, 
14.6 per cent of its inbound, 
10,067 carloads in for delivery to other lines, 
85.4 per cent of its inbound, 
318 carloads loaded locally for other lines, 
1,127 carloads from other lines unloaded lo 

cally. 
2,342 carloads out loaded on own lines, 23.2 

per cent of its outbound, 
7,747 carloads out from other lines, 76.8 per 
cent of its outbound, 



23,309 carloads (not including empty cars). 

8.4 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920. 
the C. B. & Q. handled the following 1. c. 1. 
business : 




Fig. 40— Carload Freight Diagram— C. C. C. & St. L. Ry. 

77 



78 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



Local : 

Inbound 566 tons, 7.5 per cent of all in- 
bound local, 
Outbound 2,084 tons, 10.1 per cent of all 
outbound local. 
Connecting Line : 

Inbound 356 tons, 5.1 per cent of all in- 
bound connecting line, 
Outbound 468 tons, 6.7 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 3,474 tons, 8.2 per cent of the 
total 1. c. 1. freight handled in all St. Louis- 
East St. Louis freight houses. 

Cleveland, Cincinnati, Chicago & St. Louis 
Railway 

The Cleveland, Cincinnati, Chicago & St. 
Louis Railway enters East St. Louis from the 
north through Granite City and Madison. It 
crosses the Venice and Carondelet Belt, the 
C. P. & St. L. (twice), T. St. L- & W., Wabash, 
C. B. & O., B. & O., Pennsylvania, Eads 
Bridge Approach, and L. & N. at grade. The 
C. C. C. & St. L. has 2.1 per cent of the east 
side industries on its rails ; 0.4 per cent of all 
the industries in the St. Louis-East St. Louis 
switching limits. 

The C. C. C. & St. L. has a small yard at 
Brooklyn, north of Bridge Junction, and a 
larger yard with engine terminals south of 
the Eads Bridge. Its rails end at a connection 
with the Wiggins Ferry on the river front. 
At this point it has team tracks and a freight 
station in which it handles all its St. Louis, 
East St. Louis and connecting line 1. c. 1. 
freight. It has no facilities in St. Louis. 

Inbound C. C. C. & St. L. freight trains 
are received and broken up in the Lower Yard. 
In this yard cars are classified for delivery to : 

East St. Louis Yard of Terminal, 

Madison Yard for Merchants, 

Wiggins Ferry, 

Louisville & Nashville, 

Illinois Central, 

Chicago, Burlington & Quincy — East, 

Chicago & Alton, 

East St. Louis Junction, 

Southern, 

C. C. C. & St. L. Freight House, 

Industries on C. C. C. & St. L-, 

C. C. C. & St. L. Team Tracks. 
Each of the classifications for other rail- 
roads is moved by C. C. C. & St. L. engines 
to receiving tracks, except the Wiggins Ferry, 



which receives in the Lower Yard. Generally 
speaking, engines return light, after making 
deliveries to receiving tracks. 

Except for the Wiggins Ferry and L. & N., 
which deliver to the C. C. C. & St. L. in the 
Lower Yard, all other roads deliver their inter- 
change freight at the outbound yard just north 
of Bridge Junction and the engines of those 
roads generally return light to their own lines. 

All outbound trains are made up in the 
Brooklyn Yard north of Bridge Junction. 

During October, 1920, the C. C. C. & St. L. 
handled the following carload business, includ- 
ing cars loaded and unloaded at its freight 
house : 
2,034 carloads in for unloading on own lines, 

35.3 per cent of its inbound, 
3,739 carloads in for delivery to other lines, 
64.7 per cent of its inbound, 
111 carloads loaded locally for other lines, 
104 carloads from other lines unloaded lo- 
cally, 
560 carloads out loaded on own lines, 11.2 
per cent of its outbound, 
4,349 carloads out from other lines, 88.8 per 
cent of its outbound, 



10,897 carloads (not including empty cars). 

3.9 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920, 
the C. C. C. & St. L. handled the following 
1. c. 1. business: 
Local : 

Inbound 971 tons, 12.9 per cent of all in- 
bound local, 
Outbound 800 tons, 3.9 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 944 tons, 13.6 per cent of all in- 
bound connecting line, 
Outbound 130 tons, 1.9 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 2,845 tons, 6.8 per cent of fll 
1. c. 1. freight handled in St. Louis-East St. 
Louis freight houses. 

Chicago and Eastern Illinois Railroad 

The Chicago & Eastern Illinois enters the 
east side from the north over the C. C. C. & 
St. L. At Mitchell, five miles north of Granite 
City, the C. & E. I. has a freight yard and 
engine facilities. Between Granite City and 
Twenty-third street, St. Louis, the C. & E. I. 
handles trains with its own engines over the 



FERGUSON 



/ 



0\S 



«6* 



N 1 

I c LflYTON 



MflPLtWOOD 



INTERCHANGE POINTS 

(J) C&E I. DELIVERS TO AND 
RECEIVES FROM MERCHANT5. 
(2)c&E IDELtVERS TO AND 
RECEIVES FROM FRISCO 

2667 CARLOADS INBOUND OVER 
C&EI 
CARLOAD LOCALLY ON 

C.&E.I. FOR OTHER LINES 
CARLOADS FROM OTHER 

LIMES UNLOADED LOCALIY OH «EJ. 
3035 CARLOADS 0UT80UND 

OVER CALL 

S76? CARLOADS TOTAL IN. OUT 

AND LOCAL. 
EMPTY CAPS NOT INCLUDED 



A 



f£\ 



56 \ 



pp 

UNDENWOOO 




\ 



$}&*&&:& all 



WEBSTtR/ 
GROVE*. / 



\ 



m i 



\ 



\ 



\ 



\ 




\ 



^. 






iiy 



. / 



dm 



DIAGRAM 5H0WING 
ROUTING AND DENSITY OF 

CHICAGO & EASTERN ILLINOIS R.R 
CARLOAD FREIGHT MOVEMENTS 

IN 

5T LOUIS, EAST ST L0UI5 RAILROAD TERMINALS 

FOR 

OCTOBER 1920 

MAP NOT DRAWN TO SCALE 



PREPARED FOR ENGINEERS COMMITTEE invESTigatting 
5T LOUIS, EAST STtOUfS RRH.RDAO TtBMlNALS 



CE SMITH & CO CONSULTING ENGINEERS 



Fig. 41— Carload Freight Diagramed & E. I. R. R. 

79 



80 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



Merchants Bridge and the Terminal Railroad 
Association, into the yard of the St. Louis-San 
Francisco, with which it interchanges direct. 

Although an east side line, the C. & E. I. 
has no freight house in East St. Louis. It 
has no industries on its lines either in St. 
Louis or East St. Louis. Jointly with the 
St. L.-S. F. and the C. R. I. & P., it has 
an off-line freight station on Broadway at 
Biddle street, where it handles St. Louis, East 
St. Louis and connecting line 1. c. 1. freight, 
and off-line team tracks at Brooklyn street, St. 
Louis. These connect with and are switched 
by the Terminal Railroad Association. 

Inbound C. & E. I. freight is handled in its 
Mitchell Yard. In this yard, with the ex- 
ception of one train inbound, which goes 
through to the St. L.-S. F. Yard in St. Louis, 
trains are broken up and cars are classified 
and delivered with its own engines to the 
Merchants Bridge Terminal at Madison Yard, 
with the following exceptions : 

Cars for the St. L.-S. F. Railroad, with which 
line the C. & E. I. interchanges direct at the 
St. L.-S. F. Tower Grove and Lindenwood 
Yards, St. Louis ; cars for the C. & E. I. 
Freight Flouse and Team Track Yard at St. 
Louis, and all St. Louis industries, which are 
delivered to the Terminal Railroad Association 
at the Bremen Avenue Yard. St. Louis. 

The C. & E. I. receives and handles Avith its 
own engines from the St. L.-S. F. at the 
Tower Grove Yard, and from the Terminal 
Railroad Association at Madison Yard all cars 
for the C. & E. I. 

Merchandise; from the St. Louis Freight 
House and carload freight from its St. Louis 
team tracks is received from the Terminal 
Railroad Association at Tyler Street Yard, and 
handled from that point to .Mitchell Yard in 
C. & E. I. trains. 

With the exception of two trains, outbound 
trains are made up in Mitchell Yard. 

One inbound train runs right through the 
Mitchell Yard to the St. Louis-San Francisco 
Tower Grove Yard in St. Louis, and two out- 
bound trains are made up there. 

During October, 1920, the C. & E. I. han- 
dled the following carload business, including 



cars loaded and unloaded at its freight house: 
470 carloads in for unloading on own lines, 
17.6 per cent of its inbound, 
2,197 carloads in for delivery to other lines, 
82.4 per cent of its inbound, 
carloads loaded locally for other lines, 
carloads from other lines unloaded lo- 
cally, 
215 carloads out loaded on own lines, 6.9 
per cent of its outbound. 
2,880 carloads out from other lines, 93.1 per 
cent of its outbound. 



5,762 carloads (not including empty cars), 
2.1 per cent of all St. Louis-East St. Louis 

carloads. 
During the week of October 18-23, 1920, 

the C. & E. I. handled the following 1. c. 1. 

business : 

Local : 

Inbound 267 tons, 3.5 per cent of all in- 
bound local, 

Outbound 295 tons, 1.4 per cent of all out- 
bound local, 

Connecting Line : 

Inbound 124 tons, 1.8 per cent of all in- 
bound connecting line. 

Outbound 103 tons, 1.5 per cent of all out- 
bound connecting line, 

Total 1. c. 1. 789 tons. 1.9 per cent of the 
total 1. c. 1. freight handled in St. Louis- 
East St. Louis freight houses. 

Chicago, Peoria and St. Louis Railroad 

The Chicago, Peoria & St. Louis enters East 
St. Louis from the north through Granite 
City and Madison. It crosses the C. & A., 
C. C. C. & St. Louis, Wabash and Terminal 
at Granite City, the Terminal at Madison 
(twice), and the V. & C. Belt, the Wabash 
(twice), C. C. C. & St. L. and C. & A. at 
Bridge Junction. 

It has a yard, engine facilities and freight 
house between Bridge Junction and the river 
front, where it ends at a connection with the 
Wiggins Ferry Co. The C. P. & St. L. has 
3.6 per cent of the east side industries on its 
rails; 0.7 per cent of all the industries in the 
St. Louis-East St. Louis switching limits. It 
has no facilities in St. Louis. 

Inbound C. P. & St. L. freight trains are re- 
ceived in the Lower Yard on the river front. 




Fig. 42 — Carload Freight Diagram- 

81 



-C. P. & St. L. R. R. 



82 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



In this yard inbound trains are broken up 
and freight is classified for delivery to : 
Wiggins Ferry, 

East St. Louis Yard of Terminal, 
Madison Yard for Merchants, 
East St. Louis Junction, 
Southern, 

Litchfield & Madison, 
-^ Alton & Southern, 

Toledo, St. Louis & Western, 
C. P. & St. L. Freight House, 
Industries on C. P. & St. L., 
C. P. & St. L. Team Tracks. 
Each of the classifications for other com- 
panies is moved by C. P. & St. L. engines to 
interchange tracks of the other companies. 
Generally speaking, engines return light. 

The Wiggins' delivers its interchange 
freight for the C. P. & St. L. in the Lower 
Yard. All other roads deliver at designated 
interchange tracks near the junctions of their 
roads with the C. P. & St. L. The engines of 
these roads generally return light to their 
own lines. 

The C. P. & St. L- house freight and team 
track freight, loaded and unloaded on its lines, 
is handled outside of the Lower Yard by switch 
engines which deliver from this yard on in- 
bound and assemble there for outbound. 

All industrial freight loaded and unloaded 
on its lines in Madison and Granite City is 
handled outside of the Lower Yard by switch 
engines and is set out at these industries on 
inbound movement and picked up at these indus- 
tries on outbound movement without going to the 
Lower Yard. All C. P. & St. L- outbound trains 
are made up in the Lower Yard. 

During October. 1920, the C. P. & St. L. 
handled the following carload business, in- 
cluding cars loaded and unloaded at its freight 
house : 

128 carloads in for unloading on own lines. 
8.1 per cent of its inbound, 
1 ,453 carloads in for delivery to other lines, 
91.9 per cent of its inbound, 
carloads loaded locally for other lines, 
58 carloads from other lines unloaded lo- 
cally, 
278 carloads out loaded on own lines, 12.8 
per cent of its outbound, 
1,898 carloads out from other lines, 87.2 per 
cent of its outbound. 



3,815 carloads (not including empty cars). 



1.4 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920. 
the C. P. & St. L. handled the following 1. c. 1. 
business : 

Local : 

Inbound 113 tons, 1.5 per cent of all in- 
bound local, 
Outbound 80 tons, 0.4 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 69 tons, 1.0 per cent of all in- 
bound connecting line, 
Outbound 63 tons, 0.9 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 325 tons, 0.8 per cent of the 
total 1. c. 1. freight handled in all St. Louis- 
East St. Louis freight houses. 

Chicago, Rock Island and Pacific Railroad 

The Chicago, Rock Island & Pacific enters 
St. Louis from the west over its own line to 
Forest Park where it connects with the 
Wabash and uses the tracks of the latter to 
Union Station. 

At Olivette, near the northwest city limits, 
it connects with the Terminal Outer Belt and 
uses it to Carrie avenue, North St. Louis, near 
the west end of the Merchants Bridge Ap- 
proach, where the C. R. I. & P. has a modern 
yard and engine terminals. 

The C. R. I. & P. has 1.1 per cent of the St. 
Louis industries on its rails ; 0.9 per cent of 
all the industries within the St. Louis-East St. 
Louis switching limits. Jointly with the St. 
L.-S. F. and the C. & E. I., it has a freight 
station on Broadway at Biddle street, where 
it handles all its St. Louis and East St. Louis 
and connecting line 1. c. 1. freight, and team 
tracks at Brooklyn street. It has no facilities in 
East St. Louis. 

Inbound C. R. I. & P. freight trains are re- 
ceived and broken up in the Carrie Avenue 
Yard in North St. Louis. In this yard cars are 
classified for delivery to : 

St. Louis Merchants Bridge Terminal Ry.. 
C. R. I. & P. Freight House and Team 
Tracks. 

The tracks for interchange with the Mer- 
chants Bridg-e Terminal are in the Carrie Ave- 
nue Yard, where the Terminal engines receive 
and deliver all cars including those to and from 
the C. R. I. & P. freight house and team tracks. 




Fig. 43— Carload Freight Diagram— C. R. I. & P. R. R. 

83 



84 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



All C. R. I. & P. outbound trains are made 
up in the Carrie Avenue Yard. 

During October, 1920, the C. R. I. & P. han- 
dled the following carload business, including 
cars loaded and unloaded at its freight house : 

154 carloads in for unloading on own lines. 
5.9 per cent of its inbound, 
2,473 carloads in for delivery to other lines, 
94.1 per cent of its inbound, 
92 carloads loaded locally for other lines, 
169 carloads from other lines unloaded locally, 
536 carloads out loaded on own lines, 21.4 per 
cent of its outbound, 
1,976 carloads out from other lines, 78.6 per 
cent of its outbound, 



5,400 carloads (not including empty cars), 
2.0 per cent of all St. Louis-East St. Louis 
carloads. 
During the week of October 18-23, 1920, the 
C. R. I. & P. handled the following 1. c. 1. busi- 
ness : 

Local : 

Inbound 126 tons, 1.7 per cent of all inbound 

local, 
Outbound 545 tons, 2.6 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 61 tons, 0.9 per cent of all inbound 

connecting line, 
Outbound 266 tons, 3.8 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 998 tons, 2.4 per cent of the total 
1. c. 1. freight handled in all St. Louis-East St. 
Louis freight houses. 

East St. Louis and Suburban Railway 

The East St. Louis & Suburban Railway 
Company, in addition to operating an interur- 
ban electric car service, also serves a number 
of coal mines in the inner group of mines east 
of East St. Louis, on the Lebanon Branch and 
on the St. Louis & Belleville Electric Railway. 
The traffic on both lines consists almost en- 
tirely of coal from the mines to connections 
in East St. Louis and empty coal cars return- 
ing to the mines. 

Coal loaded on the Lebanon Branch is handled 
to a connection with the St. Louis & O'Fallon 
Railway which handles the coal into East St. 
Louis. 



St. Louis and Belleville Electric Railroad Co. 

(East St. Louis and Suburban Railway.) 
The St. Louis & Belleville Electric crosses the 

A. & S. and the Illinois Transfer Railway at 

grade and ends at a connection with the V. & 

C. Belt. 

Inbound Belleville Electric freight is received 

in its yard at State street. In this yard freight 

is classified for delivery to : 

St. Louis Merchants Bridge Terminal Ry. 

(Illinois Transfer), 
Southern (V. & C. Belt), 
Alton & Southern, 

For Team Tracks on Belleville Electric. 
Each of these classifications is moved by Bel- 
leville Electric engines to receiving tracks of the 
above companies. 

All roads deliver their interchange freight to 
the Belleville Electric on designated interchange 
tracks where the roads connect. 

All Belleville Electric road trains are broken 
up and made up in the Belleville Electric yards 
at Twenty-first and State streets, East St. 
Louis, Illinois. 

During October, 1920, the East St. Louis 
and Suburban handled the following carload 
business : 

2,824 carloads inbound, 
carloads outbound. 



2,824 carloads (not including empty cars). 
1.1 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920, the 
East St. Louis and Suburban handled the fol- 
lowing 1. c. 1. business : 
Local : 

Inbound 60 tons, 0.8 per cent of all in- 
bound local. 
Outbound 281 tons, 1.4 per cent of all out- 
bound local, 
Connecting Line : 

Inbound tons. 
Outbound tons. 
Total 1. c. 1. 341 tons, 0.8 per cent of total 
1. c. 1. freight handled in all St. Louis-East 
St. Louis freight houses. 

East St. Louis Junction Railroad 

The East S't. Louis Junction Railroad is the 
Stock Yards Terminal railroad serving: also 





INTERCHANGE POINTS 

(J)tSTL&aj60a««STI 
UNO RECEIVES FROM KROHH1? 
_IE5TL-».5U5lltLIVtRST« 
flNDRECEWES FROM Hi. 8 

lEsTuisiaoeuvwj're 

Rn6 RECEIVES nWK 50V 

2824 CHRL0S03 INBOUNO 

OUTBOUND CONSISTS HM03T 
ENTIRELY OF RETURNING 
EMPTY COHL CURS NOT 
INCLUDED IN THE 0IR6RBM 



^ s 












SOU / 


Z^ 




C^#^ 


/\ 


^ 


~>KS 




\1 


6RID&F N^\ 


1 


.\" 




\ 





MAPLEWOOO 



WEBSTER, 
GROVES 




"' \ 



iSL5»-d 









> 



^ 



<$> 



DIAGRAM 5H0WING ^x_ 

ROUTING AND DENSITY OF ^. 

EAST 5T L0UI5 & SUBURBAN R.R. 
CARLOAD FREIGHT MOVEMENTS 

IN 

ST.LOUIS, EAST ST. LOUIS RAILROAD TERMINALS 

FOR 

OCTOBER 1920 

MAP NOT DRAWN TO SCALE 

INDICATES RAILROAD 5000 _ lO ooo 150 00 

CROSSING MSCS^-I I 

E of Cabs 



C^SMlTHaCO CONSULTING ENGINEERS 



Fig. 44— Carload Freight Diagram— E. St. L. & Sub. R. R. 

85 



86 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



the packing houses. It is not a trunk line nor 
a transfer line. 

All freight to and from the East St. Louis 
Junction is classified in their yard at the Na- 
tional Stock Yards. In this yard freight is re- 
ceived and classified for delivery to : 

St. Louis, Troy & Eastern, 

Toledo, St. Louis & Western. 

Chicago, Peoria & St. Louis, 

Illinois Central, 

Wabash, 

Southern, 

Cleveland, Cincinnati, Chicago & St. Louis, 

Chicago & Alton, 

West Side Roads via Merchants Bridge Ter- 
minal, 

St. Louis-Southwestern via Merchants 
Bridge Terminal, 

Chicago & Eastern Illinois via Merchants 
Bridge Terminal, 

Missouri Pacific, Dupo. via Merchants 
Bridge Terminal, 

Pennsylvania, 

Wiggins Ferry, 

Merchants Bridge Terminal, 

Baltimore & Ohio, 

Louisville & Nashville, 

Mobile & Ohio, 

Chicago, Burlington & Quincy — East. 

West Side Roads via Terminal, 

Industries on the East St. Louis Jet. 

Cars for the Wabash, Southern, Pennsylvania, 
Wiggins, Merchants Bridge Terminal, and C 
P. & St. L- are moved by East St. Louis Junc- 
tion engines to designated receiving tracks of 
those roads, the engines returning light. All 
cars from those roads and all cars to and from 
all other roads are received and delivered on 
designated tracks in the Stock Yards. On 
about 50 per cent of the interchange the en- 
gines of all roads delivering to the East St. 
Louis Junction Railway return lig-ht to their 
own lines, and when receiving from the East 
St. Louis Junction Railway proceed to the 
Stock Yards with light engines ; on the re- 
maining 50 per cent engines are loaded in both 
directions. 

The East St. Louis junction Railway does 
not handle any 1. c. 1. business. It has no facil- 
ities in St. Louis. 

During October, 1920, the East St. Louis 
Junction Railway handled the following' car- 
load business : 



5,888 carloads loaded locally for other lines, 
8,247 carloads from other lines unloaded lo- 
cally, 



14,135 carloads (not including empty cars). 
Illinois Central Railroad 

The Illinois Central Railroad enters East St. 
Louis from the north through Madison and 
Bridge Junction, and from the south through 
Valley Junction. It has operating rights over 
Terminal tracks from Bridge Junction to 
Broadway, which gives it a through line. The 
Illinois Central has no industries on its tracks. 
It has no facilities in St. Louis. 

The I. C. has an old yard south of Broad- 
way, another old yard further south, but north 
of Valley Junction known as the Old Yard or 
Lumber Yard, the New Yard south of Valley 
Junction, and a yard with freight houses and 
team tracks on the river front, known as the 
Island Yard. Its engine terminals are located 
between the Broadway Yard and the Lumber 
Yard. 

Inbound Illinois Central freight from the south 
is received in its New Yard, located south of 
Valley Junction. Inbound I. C. freight from 
the north is received either in its Broadway Yard 
or in its' Lumber Yard (Old Yard) north of 
Valley Junction, and some trains are run out 
into the New Yard, which is governed by the 
condition of the Broadway and Lumber yards, 
and the classification of loading in the trains. 
Freight passing from the north line to the 
south line, and vice versa, is received in either 
the Broadway, Lumber or New yards governed 
by the condition of those yards and classification 
of loading in the trains. 

The main interchange classification tracks are 
in the New Yard where cars are classified for 
direct deliveries to : 

Alton & Southern, 

St. Louis-Southwestern, 

Missouri Pacific, 

Southern, 

Cleveland, Cincinnati. Chicago & St. Louis, 

Louisville & Nashville, 

Chicago, Burlington & Quincy — East, 

East St. Louis Junction. 

Wiggins Ferry, 

Merchants Bridge Terminal, 

Terminal Railroad Association, 

Illinois Central Freight House and Team 
Tracks. 




Fig. 45— Carload Freight Diagram— E. St. L. Jet. R. R. 

87 




Fig. 46— Carload Freight Diagram— I. C. R. R. 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



89 



Direct deliveries are also made to the Southern, 
Wiggins Ferry, Cleveland, Cincinnati, Chicago & 
St. Louis, and Louisville & Nashville from the 
Broadway and Island yards, which deliveries 
consist of reconsigned grain, perishable and 
other preferred cars, and also cars reconsigned 
from the team tracks in the Island Yard. 

Each of these deliveries is made with I. C. en- 
gines to the yards or receiving tracks of the other 
companies, and, generally speaking, engines re- 
turn light. 

The A. & S., and St. L.-S. W. make their 
deliveries in the New Yard, the Missouri Pacific, 
the Southern and Wiggins Ferry make their de- 
liveries in the Lumber Yard. The Merchants 
make their deliveries just north of Valley Junc- 
tion on a connection with the Lumber Yard. 

The T. R. R. A., C. C. C. & St. L- and L. & N. 
make their deliveries through the north end of 
the Broadway Yard. The East St. Louis Junc- 
tion make their deliveries in their own yard 
which makes it necessary for the I. C. to send 
their own engines out for deliveries which con- 
sist principally of meat, livestock and empty 
equipment, which is handled into the Broadway 
Yard. 

The engines of foreign lines making delivery 
to the I. C. as outlined above, return light to 
their own lines. 

I. C. house freight and team track freight is 
handled from the different yards to the Island 
Yard and placed at the Inbound Freight House 
or on the team tracks for unloading. 

The outbound loading from the freight house 
and team tracks is handled to the Broadway yards 
where it is assembled in trains. All I. C. road 
trains coming into East St. Louis, either from 
the south or north, are broken up and switched 
in the New Yard, Lumber Yard, and Broadway 
Yard, and outbound trains are made up in these 
different yards in the same way. 

Southbound trains do not set out at Madison 
any freight destined to St. Louis or East St. 
Louis, but it is brought on into East St. Louis 
yards where it is switched and placed on the 
different connections. 

During October, 1920, the I. C. handled the 
following carload business, including cars loaded 
and unloaded at its freight house : 
1,236 carloads in for unloading on own lines, 
11.2 per cent of its inbound, 



9,523 carloads in for delivery to other lines, 
88.8 per cent of its inbound, 
19 carloads loaded locally for other lines, 
95 carloads from other lines unloaded lo- 
cally, 
2,159 carloads out loaded on own lines, 16.9 per 

cent of its outbound, 
10,607 carloads out from other lines, 83.1 per 
cent of its outbound, 



23,639 carloads (not including empty cars). 

8.6 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920, the 
I. C. handled the following 1. c. 1. business: 
Local : 

Inbound 443 tons, 5.9 per cent of all in- 
bound local, 
Outbound 1,957 tons 9.5 per cent of all out- 
bound local. 
Connecting Line : 

inbound 277 tons, 4.0 per cent of all in- 
bound connecting line, 
Outbound 224 tons, 3.2 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 2,901 tons, 6.9 per cent of total 
1. c. 1. freight handled in all St. Louis-East St. 
Louis freight houses. 

Illinois Traction System 

The Illinois Traction System operates about 
450 miles of electric interurban railway in Illinois, 
northeast of East St. Loins. 

It owns a bridge across the Mississippi River 
at St. Louis and operates across the bridge and 
through Ninth street and Twelfth street, to 
within a block of Washington avenue, where 
it has a passenger station and a station for 
handling 1. c. 1. freight. It also has a freight 
yard east of Broadway in North St. Louis, 
where it delivers coal on team tracks and makes 
a connection with the Terminal Railroad As- 
sociation. 

The I. T. S. has 5.1 per cent of the east side 
industries ; 0.3 per cent of the west side industries 
on its tracks, amounting to 1.2 per cent of all the 
industries within the entire St. Louis-East St. 
Louis switching limits. 

Inbound Illinois Traction freight is received 
in their yard in Granite City. In this yard freight 
is classified for delivery to : 

Merchants Bridge Terminal — East Side, 
Merchants Bridge Terminal — West Side, 
Southern, 

I. T. S. St. Louis Freight House and Team 
Tracks. 




Fig. 47 — Carload Freight Diagram — L,. & M. R. R. 

90 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



91 



Cars for the Merchants Bridge Terminal East 
Side are moved by Terminal engines from their 
interchange tracks on the Terminal Outer Belt 
at Granite City. Cars for the Merchants Bridge 
Terminal West Side are moved by Terminal 
engines from their interchange tracks at Salis- 
bury street, St. Louis. Cars for the Southern 
are delivered at Broadway, Venice, and are 
moved from that point by Southern engines. 

In the opposite direction those roads deliver to 
the Illinois Traction at the same points they re- 
ceive. 

Movement between the Illinois Traction Yard 
and the St. Louis freight house is made with its 
own power crossing the river over the McKinley 
Bridge. All their road trains are broken up 
and made up in their yard in Granite City. 

The carload movement of the Illinois Trac- 
tion during October, 1920, was so small com- 
pared to other railroads, that no diagram of its 
carload movements was prepared. 

During October, 1920, the Illinois Traction 
handled the following carload business, includ- 
ing cars loaded and unloaded at its freight 
house : 

172 carloads in for unloading on own lines. 
36 per cent of its inbound, 

307 carloads in for delivery to other lines. 
64 per cent of its inbound, 
7 carloads loaded locally for other lines, 

126 carloads from other lines unloaded lo- 
cally, 

438 carloads out loaded on own lines, 51.8 per 
cent of its outbound, 

406 carloads out from other lines, 48.2 per 
cent of its outbound. 



1,456 carloads (not including empty cars). 

0.5 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23. 1920, the 
Illinois Traction handled the following 1. c. I. 
business : 

kocal : 

Inbound 148 tons. 2.0 per cent of all in- 
bound local. 
Outbound 675 tons. 3.3 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 8 tons. 0.1 per cent of all inbound 

connecting line. 
Outbound 1 ton. — per cent of all outbound 
connecting line. 
Total 1. c. 1. 832 tons. 2.0 per cent of the total 



1. c. 1. freight handled in all St. Louis-East St. 
Louis freight houses. 

Litchfield & Madison Railway 

The Litchfield & Madison is a coal road enter- 
ing the east side from the northeast at Madison 
where it has a yard. Its business consists almost 
entirely of coal and returning empty coal cars. 
It has no connections with industries, has no 
freight house or team tracks, and has no facilities 
in St. Louis. 

Inbound L- & M. freight is received in the 
Madison Yard where the cars are classified for 
delivery to : 

Alton & Southern, 
Chicago, Peoria & St. Louis. 
Toledo, St. Louis & Western, 
Terminal Railroad Asociation. 
Merchants Bridge. 
Wiggins Ferry. 
L- & M. engines deliver cars to interchange 
tracks of the A. & S., and bring back any cars 
that have been placed there by the A. & S. The 
other roads receive and deliver cars in the L. 
& M. Yard. 

The Terminal handles loaded cars from the L. 
& M. Yard in trains to its district yards and 
connections with other railroads, and does not 
put them through its large clearing yards. 

During October, 1920. the Litchfield & Madi- 
son handled the following carload business : 
2.334 carloads in for delivery to other lines. 
100 per cent of its inbound. (Not includ- 
ing empty cars.) 
0.8 per cent of all St. Louis-East St. Louis 
carloads. 

Louisville & Nashville Railroad 

The Louisville & Nashville enters East St 
Louis from the east. It crosses the Alton & 
Southern, the Illinois Transfer, the A*. & C. Belt, 
the Terminal and the C. C. C. &• St. L- at grade. 

It has a yard east of Relay Depot known as 
the Third Street Yard, where its engine facili- 
ties are located, and a Lower Yard on the river 
front where it has a freight house and team 
tracks. It ends at a connection with the Wig- 
gins Ferry on the river front. The L. & N. has 
4.6 per cent of East Side Industries; 1.6 per cent 
of all the industries within the St. Louis-East St. 
Louis switching limits'. 

The L. & N. has an offline freight station 




Fig. 48— Carload Freight Diagram— L. & N. R. R. 
92 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



93 



and team tracks in North St. Louis, connecting 
with and served by the Terminal Railroad As- 
sociation. 

Inbound L. & N. freight trains are received 
and broken up in the Third Street Yard. In 
this yard freight is classified for delivery to : 

Alton & Southern, 
Merchants Bridge Terminal. 
Southern, 
Baltimore & Ohio. 

East St. Louis Yard of Terminal, 
East St. Louis Junction, 
Chicago & Alton, 

Chicago, Burlington & Quincy — East, 
Cleveland, Cincinnati, Chicago & St. Louis. 
Illinois Central, 
Wiggins I^erry, 

L. & N. Freight House, Team Tracks and 
Industries. 

Cars for other roads are moved by L- & N. 
engines to receiving tracks of the other com- 
panies with the exception of deliveries to and 
receipts from Madison Yard and Wiggins. In 
the case of the former cars are set on inter- 
change track at the crossing of the Illinois Trans- 
fer and L. & N. Interchange with the Wiggins 
Ferry is made in the Lower Yard on the river 
front. Generally speaking, engines return light, 
except in the case of the Wiggins Ferry. 

The C. C. C. & St. L„ I. C. and Wiggins de- 
liver their interchange freight in the Lower 
Yard. The Alton & Southern, Merchants Bridge 
Terminal, and Southern deliver on interchange 
tracks at the crossings of their respective lines, 
with that of the L- & N. All other roads de- 
liver their interchange freight in the Third Street 
Yard. The engines of these roads generally re- 
turn light to their own lines. 

The L. & N. house freight, team track freight 
and industrial freight loaded and unloaded on 
its own lines is handled outside of the Third 
Street Yard by its own switch engines which 
deliver from that yard on inbound and assemble 
there for outbound. Freight to and from the 
St. Louis freight house is handled by the Mer- 
chants Bridge Terminal. All L. & N. outbound 
trains are made up in the Third Street Yard. 

During October, 1920, the L. & N. handled 
the following carload business, including cars 
loaded and unloaded at its freight houses : 



454 carloads in for unloading on own lines, 
9.9 per cent of its inbound, 
4,144 carloads in for delivery to other lines, 
90.1 per cent of its inbound, 
58 carloads loaded locally for other lines, 
377 carloads from other lines unloaded lo- 
cally, 
783 carloads out loaded on own lines, 23.8 
per cent of its outbound. 
2,501 carloads out from other lines. 76.2 per 
cent of its outbound. 



8,317 carloads (not including empty cars). 
3.0 per cent of all St. Louis-East St. Louis 
cai loads. 

During the week of October 18-23, 1920. 
the L. & N. handled the following 1. c. 1. busi- 
ness : 
Local : 

Inbound 202 tons, 2.7 per cent of all in- 
bound local. 
Outbound 946 tons, 4.6 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 293 tons, 4.2 per cent of all in- 
bound connecting line. 
Outbound 125 tons, 1.8 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 1,566 tons, 3.7 per cent of total 
1. c. 1. freight handled in all St. Louis-East St. 
Louis freight houses. 

Manufacturers' Railway 

The Manufacturers' Railway is a terminal 
switching line located in South St. Louis. It 
handles only carload freight originating on 
and consigned to patrons on its line. It serves 
8.2 per cent of the west side industries; 6.7 
per cent of all the industries within the St. 
Louis-East St. Louis switching limits. It is 
well supplied with team tracks which are open 
to the business of all railroads. It has no 1. c. 1. 
facilities. 

It has a yard on the St. Louis river front 
and interchange tracks convenient thereto where 
it receives from and delivers to its two con- 
nections, viz : 

Missouri Pacific. 
Wiggins Ferry Co. 

In its yard inbound cars are classified for de- 
livery to the respective districts it serves, and 
outbound cars are separated for delivery to it^ 
connections. 




Fig. 49 — Carload Freight Diagram — M'f'r's. Ry. 
94 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



95 



During October, 1920, the Manufacturers' 
Railway handled the following carload busi- 
ness : 
1,068 carloads loaded locally for other lines, 
1,285 carloads from other lines unloaded lo- 
cally, 

2,353 carloads (not including empty cars). 

Missouri, Kansas & Texas Railway 

The Missouri, Kansas & Texas Railway 
enters St. Louis from the north over the main 
line of the C. B. & 0. The M. K. & T. branches 
off at North St. Louis into its own yard at 
Baden. It connects only with the C. B. & O. 
and the Merchants Bridge Terminal. It has 
0.4 per cent of the west side industries on its 
tracks ; 0.3 per cent of all the industries within 
the St. Louis-East St. Louis switching limits. 
The M. K. & T. has an off-line freight sta- 
tion in North St. Louis connected with the rails 
of and served by the Merchants Bridge Ter- 
minal. It has no facilities in East St. Louis. 

Inbound M. K. & T. freight trains are re- 
ceived and broken up in the Baden Yard. In 
this yard freight is classified for delivery to : 
Chicago, Burlington & Quincy — West, 
Merchants Bridge Terminal, 
M. K. & T. Freight House and Team 

Tracks, 
M. K. & T. Industries. 
The cars for M. K. & T. industries are han- 
dled outside of Baden Yard by M. K. & T. en- 
gines. Cars to and from its off-line freight sta- 
tion and team tracks are handled by Terminal 
engines. Other cars for the Merchants Bridge 
Terminal are delivered on its interchange tracks 
at Carrie avenue by M. K. & T. engines, which 
return light ; M. K. & T. engines also deliver 
cars to the C. B. & Q. 

In the opposite direction the C. B. & Q. and 
Merchants Bridge Terminal deliver their inter- 
change freight in the Baden Yard. 

Outbound road trains are made up in the 
Baden Yard. 

During October, 1920, the M. K. & T. handled 
the following carload business, including cars 
loaded and unloaded at its freight house : 

243 carloads in for unloading on own lines, 
7.0 per cent of its inbound, 
3.222 carloads in for delivery to other lines. 
93.0 per cent of its inbound, 
62 carloads loaded locally for other lines, 



578 carloads from other lines unloaded lo- 
cally, 

1.073 carloads out loaded on own lines, 24.3 per 
cent of its outbound. 

3,366 carloads out from oilier lines. 75.7 per 
cent of its outbound. 

8,544 carloads (not including empty cars). 
3.1 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23. 1920, the 
M. K. & T. handled the following 1. c. 1. busi- 
ness : 
Local : 

Inbound 70 tons. 0.9 per cent of all in- 
bound local, 
Outbound 869 tons, 4.2 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 161 tons. 2.3 per cent of all in- 
bound connecting line, 
Outbound 927 tons, 13.3 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 2,027 tons, 4.8 per cent of the 
total 1. c. 1. freight handled in all St. Louis-East 
St. Louis freight houses. 

Missouri Pacific Railroad 

The Missouri Pacific has three lines filter- 
ing St. Louis. 

It enters from the west through Kirkwood 
and Webster. At Grand avenue it crosses the 
St. L.-S. F. at grade. From Grand avenue to 
Seventh street it has a succession of yards, 
forming one long yard in the Mill Creek Val- 
ley, passing south of the Union Station. Its' en- 
gine terminals are located at Compton avenue. 
At Twenty-third street and at Grand avenue it 
connects with the St. L.-S. F., Wabash and 
Terminal Railroad Association. Connection is 
also made with the Terminal at Twelfth and 
Seventh streets. 

At Seventh street the Mo. Pac. has a freight 
station and team tracks. It has a track in Pop- 
lar street extending from Seventh street to the 
river front, where it connects with the north 
and south line of the Mo. Pac. This track is the 
only connection between the Mill Creek Valley 
and the river front south of North Market 
street. 

The Missouri Pacific enters St. Louis from 
the south along the west bank of the Mississippi 
River. It operates a yard at West Ivory, just 
south of the City limits, the west terminal of its 




Fig. 50— Carload Freight Diagram— M. K. & T. Ry. 

96 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



97 



car ferry ; a yard at Robert avenue near the 
south City limits, and a yard at Lesperance 
street, just south of the business district. Its 
engine terminals are located in the Lesperance 
Street Yard. This line extends along the river 
bank beyond the Eads Bridge to Carr street, 
where it connects with the Wabash. 

At Gratiot street the Mo. Pac. has a freight 
station and team tracks. 

The Mo. Pac. also has an off-line freight sta- 
tion for outbound 1. c. 1. freight at Biddle street 
in North St. Louis, connecting with and served 
by the Merchants Bridge Terminal Railway. 

On the west side the M. P. also has a belt 
line extending between Tower Grove and West 
Ivory, through the southwest portion of St. 
Louis, and also an outer belt connection between 
Kirkwood and West Ivory. 

The M. P. has 30.6 per cent of the west side 
industries on its lines; 25.0 per cent of all the 
industries within the St. Louis-East St. Louis 
switching limits. 

The M. P. enters the east side from the south 
along the east bank of the Mississippi River. It 
has a large hump yard and engine terminals at 
Dupo, and a smaller yard at Valley Junction, 
where this line ends at a connection with the 
Illinois Transfer Railway outer belt of the Ter- 
minal Railroad Association. The M. P. has no 
industries, team tracks or freight house on the 
east side. 

In the Twenty-third Street Yard, St. Louis, in- 
bound freight trains are received and broken up 
and freight is classified for delivery to : 

St. Louis-San Francisco, 

Wabash, 

Terminal, 

Merchants Bridge Terminal, 

Missouri Pacific Freight Houses, 

Team Tracks and Industries. 
Cars for other roads are moved by M. P. 
engines to the receiving tracks of the other 
companies. Generally speaking, engines return 
light, except in case of St. Louis-S. F., which 
alternates with M. P. in making interchange 
in both directions. 

In the opposite direction these roads deliver 
their interchange freight in the same yard and 
the engines of those roads generally return light 
to their own lines, with the same exception noted 
as to the St. L.-S. F. 



With the exception of the Biddle Street 
Freight House, all M. P. house freight, team 
track freight and industrial freight loaded and 
unloaded on its lines is handled outside of this 
yard by M. P. switch engines. Biddle street 
freight is moved by Terminal engines. 

Outbound trains are made up in this yard. 

In the Lesperance Street Yard, St. Louis, in- 
bound freight trains are received and broken up 
and freight is classified for delivery to : 
Wiggins Ferry, 
Manufacturers, 
Wabash — West, 

Missouri Pacific Freight House, 
Team Tracks and Industries,. 

Cars for other roads are moved by M. P. en- 
gines to the receiving tracks of the other com- 
panies. Generally speaking, engines return light. 

From this yard the M. P. delivers cars to the 
Wabash in its North St. Louis Yard and the 
Wabash delivers cars to the M. P. in its Les- 
perance Street Yard. Engines of both compa- 
nies return light. 

In the opposite direction these roads deliver 
their interchange freight in the same yard, and 
the engines of those roads generally return light 
to their own lines. 

All M. P. house freight, team track freight 
and industrial freight handled in and out of this 
yard is moved by M. P. engines, except Biddle 
street freight, which is handled by Terminal en- 
gines. 

Outbound trains are made up in this yard. 

In the Dupo Yard, East Side, inbound freight 
trains' are broken up and freight is classified for 
delivery to : 

Illinois Central, 
Alton & Southern, 
Merchants Bridge Terminal, 
Wiggins Ferry, 
Mobile & Ohio. 

Cars for the I. C. and A. & S. are moved by 
M. P. engines to the interchange tracks of these 
companies at Valley Junction. M. & O. freight 
is delivered just west of Dupo. The M. P. 
engines usually bring back cars from those com- 
panies. The Merchants Bridge Terminal and 
Wiggins Ferry receive and deliver in the Dupo 
Yard with their own engines, returning light 
only when no cars are ready for them. The 
M. P. delivers all stock cars to the Merchants 
Bridge Terminal at Valley Junction. 




Fig. 51 — Carload Freight Diagram — Mo. Pac. R. R. 
98 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



99 



In exchange for the service performed by the 
Terminal in handling cars over the long distance 
to and from Dupo, the M. P. furnishes all the 
interchange tracks and classifies the cars so that 
the Terminal can effect direct deliveries to several 
railroads. 

In the opposite direction the Illinois Central 
and Alton & Southern deliver their interchange 
freight to the M. P. at Valley Junction; the 
M. & O. delivers at Vulcan. 

Car Ferry at Ivory 

The M. P, operates a car ferry across the 
Mississippi River at Ivory, just south of the 
St. Louis city limits, on which it handles dead 
freight, consisting largely of Illinois coal, from 
its Illinois line and east side railroads, to its 
Missouri line, and dead freight in the opposite 
direction. The westbound dead freight is separ- 
ated at Dupo or West Ivory into local and 
through freight. The through freight is han- 
dled around St. Louis over its outer belt line, 
known as the Kirkwood Branch, and eastbound 
through freight for the Ivory car ferries is also 
handled over this branch. The local cars are 
distributed from and assembled in West Ivory 
Yard. 

During October, 1920, the M. P. handled the 
following carload business, including cars loaded 
and unloaded at its freight houses : 

3,397 carloads in for unloading on own lines, 

14.5 per cent of its inbound, 
19,960 carloads in for delivery to other lines, 
85.5 per cent of its inbound, 

3,002 carloads loaded locally for other lines, 

8,560 carloads from other lines unloaded lo- 
cally, 

3,458 carloads out loaded on own lines, 18.6 

per cent of its outbound, 
15,140 carloads out from other lines, 81.4 per 
cent of its outbound, 



53,517 carloads (not including empty cars). 

19.6 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920, the 
M. P. handled the following 1. c. 1. business : 

Local : 

Inbound 347 tons, 4.6 per cent of all in- 
bound local, 

Outbound 3,108 tons, 15.1 per cent of all 
outbound local. 



Connecting Line : 

Inbound 592 tons, 8.5 per cent of all in- 
bound connecting line, 
Outbound 2,028 tons, 29.1 per cent of all 
outbound connecting line. 
Total 1. c. 1. 6,075 tons, 14.4 per cent of the 
total 1. c. 1. handled in all St. Louis-East St. 
Louis freight houses. 

Mobile and Ohio Railroad 

The Mobile & Ohio enters East St. Louis from 
the south. It operates the Cahokia Yard south of 
East St. Louis, the Wood Yard at the south 
city limits and the Inside Yard on the river front, 
where it has its engine terminals, freight station 
and team tracks. It ends at a connection with 
the Wiggins Ferry on the river front. It has 
no facilities in St. Louis. 

The M. & O. has 1.7 per cent of the east side 
industries on its lines ; 0.2 per cent of all the 
industries within the St. Louis-East St. Louis 
switching limits. 

Inbound M. & O. freight trains are stopped 
at Cahokia Yard, the dead freight set out, and 
all live stock, perishable, merchandise and other 
high-class freight is brought into the Wood Yard 
by the road train crew. 

The live stock is taken from the Wood Yard 
to the Stock Yards ; the merchandise, perishable 
and other high-class freight is handled witb 
switch engines to the team tracks, connections, or 
inbound freight house and given preference over 
all other commodities. 

The dead freight at Cahokia Yard is classified 
for delivery to : 

Alton & Southern, 

Southern, 

Wiggins Ferry, 

Terminal, 

Merchants Bridge Terminal, 

East St. Louis Junction, 

Missouri Pacific. 

Each of the above classifications for connec- 
tions is moved by M. & O. engines to the re- 
ceiving tracks of the other companies. Generally 
speaking, engines return light. 

Except for the A. & S. and the Southern, which 
deliver to the M. & O. on interchange tracks 
at the crossings of these roads, respectively, and 
the Wiggins Ferry, which delivers on track at 
Trendley avenue, all other roads deliver their 
interchange freight to the Mobile & Ohio at the 




Fig. 52— Carload Freight Diagram— M. & O. R. R. 
100 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



101 



Wood Yard, and the engines of those roads 
generally return light to their own lines. 

M. & O. house freight, team track freight 
and industrial freight loaded and unloaded on 
its lines is handled outside of the inbound and 
outbound yards by switch engines, which deliver 
from Wood Yard on inbound and assemble in 
Wood Yard for outbound. All M. & O. freight 
trains are broken up at Cahokia Yard and made 
up in Wood Yard. 

During October, 1920, the M. & O. handled 
the following carload business, including cars 
loaded and unloaded at its freight house : 

388 carloads in for unloading on oWn lines, 
8.2 per cent of its inbound, 
4,320 carloads in for delivery to other lines, 
91.8 per cent of its inbound, 
9 carloads loaded locally for other lines, 
84 carloads from other lines unloaded lo- 
cally, 
738 carloads out loaded on own lines, 18.5 per 
cent of its outbound, 
3,239 carloads out from other lines, 81.5 per 
cent of its outbound, 



8,778 carloads (not including empty cars). 
3.2 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920, the 
M. & O. handled the following 1. c. 1. business : 

Local : 

Inbound 169 tons, 2.2 per cent of all in- 
bound local, 

Outbound 842 tons, 4.1 per cent of all out- 
bound local. 

Connecting Line : 

Inbound 131 tons, 1.9 per cent of all in- 
bound connecting line, 
Outbound 118 tons, 1.7 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 1,260 tons, 2.9 per cent of the 
total 1. c. 1. freight handled in all St. Louis-East 
St. Louis freight houses. 

Pennsylvania Railroad 

The Pennsylvania Railroad enters East St. 
Louis from the east. It crosses the Alton & 
Southern, the Illinois Transfer, the V. & C. Belt, 
the B. & O., the Terminal and C. C. C. & St. L. at 
grade. 

It has a large outer yard between the Alton 
& Southern and the Illinois Transfer, known as 
the Rose Lake Yard, where its engine terminals 



are located, and an inner yard on the river front, 
where it has its freight station and team tracks. 
It ends at a connection with the Wiggins Ferry. 

The Pennsylvania also has an off-line freight 
station in North St. Louis, connected with and 
served by the Merchants Bridge Terminal. A 
portion of St. Louis 1. c. 1. freight was handled 
in the latter up to and including 1920; it was 
closed in 1921 and leased as a warehouse. 

The Pennsylvania has 2.5 per cent of east side 
industries on its rails ; 0.5 per cent of all the in- 
dustries within the St. Louis-East St. Louis 
switching limits. 

Inbound Pennsylvania freight trains are re- 
ceived and broken up in Rose Lake Yard. In 
this yard freight is classified for delivery to : 

Alton & Southern, 
Merchants Bridge Terminal, 
Southern, 

East St. Louis Junction, 
East St. Louis Yard of Terminal, 
Wiggins Ferry, 
Pennsylvania Freight House, 
Industries between Rose Lake Yard and 
Lower Yard. 

Cars for other companies are moved by Penn- 
sylvania engines to receiving tracks of the other 
companies. Generally speaking, engines return 
light. 

Except the Wiggins Ferry, which delivers to 
the Pennsylvania on the river front, all the 
other roads deliver their interchange freight at 
Rose Lake Yard, and the engines of those roads 
generally return light to their own lines. 

The Pennsylvania house freight, team track 
freight and industrial freight loaded and un- 
loaded on its lines is handled outside of Rose 
Lake Yard by switch engines which deliver from 
Rose Lake Yard on inbound and assemble there 
for outbound. All outbound trains are made up 
in Rose Lake Yard. 

During October, 1920, the Pennsylvania han- 
dled the following carload business, including cars 
loaded and unloaded at its freight houses : 

1,609 carloads in for unloading on own lines, 

27.0 per cent of its inbound, 
4,375 carloads in for delivery to other lines, 
73.0 per cent of its inbound, 
869 carloads loaded locally for other lines, 
772 carloads from other lines unloaded lo- 
cally, 




Fig. 53 — Carload Freight Diagram — Perm. R. R. 
102 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



103 



700 carloads out loaded on own lines, 11.4 per 
cent of its outbound, 
5,428 carloads out from other lines, 88.6 per 
cent of its outbound, 



13,753 carloads (not including empty cars). 

5.0 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920, the 
Pennsylvania handled the following 1. c. 1. busi- 
ness : 

Local : 

Inbound 366 tons, 4.9 per cent of all in- 
bound local, 

Outbound 877 tons, 4.3 per cent of all out- 
bound local. 

Connecting Line : 

Inbound 981 tons, 14.2 per cent of all in- 
bound connecting line, 
Outbound 170 tons, 2.4 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 2,394 tons, 5.8 per cent of the 
total 1. c. 1. freight handled in all St. Louis-East 
St. Louis freight houses. 

St. Louis and O'Fallon Railway 

The St. Louis & O'Fallon Railway is a short 
coal road entering East St. Louis from the east. 
Its business consists almost entirely of coal 
and returning empty coal cars. 

It crosses and connects with the Alton & 
Southern, the Illinois Transfer Railway and the 
V. & C. Belt. It has no 1. c. 1. facilities in East 
St. Louis, no facilities in St. Louis, and does 
not connect with any industries. 

Inbound St. L. & O'F. freight is received in 
their yard east of the Illinois Transfer. In this 
yard freight is classified for delivery to : 

Alton & Southern, 
Merchants Bridge Terminal, 
Southern. 

Each of these classifications is moved by O'Fal- 
lon engines to receiving tracks of the other com- 
panies, except the Merchants Bridge Terminal 
which receives in the St. Louis & O'F. Yard. 

In the opposite direction these roads deliver 
their interchange freight to the O'Fallon in the 
same yard. 

The St. L. & O'F. handles all coal cars of the 
East St. Louis & Suburban between Lebanon 
Junction (about eight miles from East St. 
Louis) and the Illinois Transfer Railroad. 



During October, 1920, the St. L. & O'F. han- 
dled the following carload business : 
1,946 carloads inbound for delivery to other 

lines. 
0.7 per cent of all St. Louis-East St. Louis 
carloads. 

St. Louis and Ohio River Railroad 

The St. Louis & Ohio River Railroad is a 
short coal road entering East St. Louis near 
Valley junction. It was originally built for elec- 
tric operation, but was never operated until 
early in 1921 when coal trains were put in op- 
eration to serve two mines near Bellevile. As 
it was not in operation in October, 1920, no dia- 
gram of its movements has been made. 

It has no 1. c. 1. facilities, nor industrial con- 
nections in East St. Louis. It has no facilities 
in St. Louis. 

Its coal trains are broken up and classified in 
the Davis Yard of the Alton & Southern Rail- 
road, and thereafter merged with the business 
of that Company. 

St. Louis-San Francisco Railway 

The St. Louis-San Francisco enters St. Louis 
from the west in connection with two lines, one 
south and the other southwest. It operates an 
outer yard at Lindenwood, just inside of the 
City limits, a yard at Tower Grove and Chouteau 
avenues, where its engine terminals are located, 
and a yard at Twenty-third street, where it ends 
at a connection with the Terminal Railroad As- 
sociation. 

At Seventh street, in the Mill Creek Valley, 
and at Biddle street, North St. Louis, it has off- 
line freight stations and team tracks connecting 
with and served by the Merchants Bridge Ter- 
minal. It has no facilities in East St. Louis. 

The St. L.-S. F. has 4.7 per cent of the west 
side industries on its tracks ; 3.8 per cent of all 
the industries within the St. Louis-East St. Louis 
switching limits. 

Inbound St. L.-S. F. freight trains are re- 
ceived and broken up in the Chouteau Avenue 
Yard. In this yard freight is classified for de- 
livery to : 

Chicago & Eastern Illinois, 

Missouri Pacific, 

Wabash, 

Terminal Railroad, 

Merchants Bridge Terminal, 




Fig. 54— Carload Freight Diagram— St. L. & O'F. Ry. 
104 




Fig. 55 — Carload Freight Diagram — St. L.-S. F. Ry. 

105 



106 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



Seventh St. Freight House, 
Broadway Freight House, 
For industries between Chouteau Avenue 
Yard and Lindenwood. 

Cars for other roads are moved by St. L.-S. F. 
engines to receiving tracks of the other com- 
panies, except C. & E. I., which receives in the 
Chouteau Avenue Yard. In making deliveries 
the St. L.-S. F. engines generally return light. 

All roads deliver their interchange freight to 
the St. L.-S. F. in the Twenty-third Street Yard. 
The engines of those roads generally return light 
to their own lines. 

The St. L.-S. F. house freight and team track 
freight loaded and unloaded is handled outside 
of the inbound and outbound yards by the en- 
gines of the Terminal Railroad Associaton. In- 
dustrial freight loaded and unloaded on its own 
lines is handled outside of the inbound and out- 
bound "yards of the St. L.-S. F. by its own 
switch engines, which deliver to Lindenwood 
or Gratiot Yard for outbound, and to Chouteau 
Avenue Yard on inbound movement. 

Outbound trains are made up in both the Lin- 
denwood and the Gratiot Yards. 

As previously explained, the C. & E. I. oper- 
ates some of its road trains into and out of the 
St. Louis yards of the St. L.-S. F., using the 
Merchants Bridge and tracks of the Terminal 
Railroad Association. 

During October, 1920, the St. L.-S. F. han- 
dled the following carload business, including 
cars loaded and unloaded at its freight houses : 

539 carloads in for unloading on own lines, 
6.1 per cent of its inbound, 

8,302 carloads in for delivery to other lines, 
93.9 per cent of its inbound, 
295 carloads loaded locally for other lines, 

2,124 carloads from other lines unloaded lo- 
cally, 

1,478 carloads out loaded on own lines, 23.2 per 
cent of its outbound, 

4,636 carloads out from other lines, 76.8 per 
cent of its outbound, 



17,374 carloads (not including empty cars). 

6.3 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920, the 
St. L.-S. F. handled the following 1. c. 1. busi- 
ness : 



Local : 

Inbound 226 tons, 3.0 per cent of all in- 
bound local, 
Outbound 2,220 tons, 10.7 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 204 tons, 2.9 per cent of all in- 
bound connecting line, 
Outbound 806 tons, 11.5 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 3,456 tons, 8.2 per cent of the 
total 1. c. 1. freight handled in all St. Louis- 
East St. Louis freight houses. 

St. Louis Southwestern Railway 

The St. Louis Southwestern Railway enters 
East St. Louis from the south over the tracks of 
the Missouri Pacific. It has a yard and engine 
terminals east of Valley Junction, where con- 
nections are made with the Illinois Central, 
Alton & Southern, and Terminal Railroad As- 
sociation. It has no local facilities in East St. 
Louis. 

The St. L. S. W. has an off-line freight sta- 
tion and team tracks in North St. Louis, con- 
necting with and served by the Merchants Bridge 
Terminal. It has one industry on its tracks in 
St. Louis. 

Inbound St. L. S. W. freight trains are re- 
ceived and broken up in their yard at Valley 
junction. In this yard freight is classified for 
delivery to : 

Alton & Southern, 

Illinois Central, 

Madison Yard — Merchants Bridge Terminal, 

Wiggins Ferry, 

East St. Louis Junction, 

St. L. S. W. Freight House (St. Louis). 

The cars for the Alton & Southern and Illinois 
Central are moved by St. L. S. W. engines to the 
receiving tracks of those companies. The other 
cars are taken away by the engines of other com- 
panies when they come to this yard to deliver 
freight. 

All deliveries to the St. L- S. W. are made by 
other roads at Valley Junction. 

The St. L. S. W. house freight, team track 
freight and industrial freight (all St. Louis) 
loaded and unloaded, is handled outside of the 
yard at Valley Junction by engines of the Mer- 
chants Bridge Terminal, which deliver to that 
yard for outbound and take from that yard for 




Fig. 56— Carload Freight Diagram— St. L. S. W. Ry. 

107 



108 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



inbound movement. All outbound road trains 
are made up in this yard. 

During October, 1920, the St. L, S. W. handled 
the following carload business, including cars 
loaded and unloaded at its freight house : 

120 carloads in for unloading on own lines, 
2.7 per cent of its inbound, 
4,418 carloads in for delivery to other lines, 
97.3 per cent of its inbound, 
carloads loaded locally for other lines, 
126 carloads from other lines unloaded lo- 
cally, 
818 carloads out loaded on own lines, 23.3 
percent of its outbound, 
2,682 carloads out from other lines, 76.7 per 
cent of its outbound, 



8,164 carloads (not including empty cars). 

3.0 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920, the 
St. L.-SW. handled the following 1. c. 1. busi- 
ness: 

Local : 

Inbound 60 tons, 0.8 per cent of all inbound 

local, 
Outbound 795 tons, 3.9 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 58 tons, 0.8 per cent of all inbound 

connecting line, 
Outbound 456 tons, 6.6 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 1,369 tons, 3.2 per cent of the 
total 1. c. 1. freight handled in all St. Louis-East 
St. Louis freight houses. 

St. Louis, Troy and Eastern Railroad 

The St. Louis, Troy & Eastern Railroad is a 
short coal road entering the east side from the 
northeast. Its traffic is almost entirely coal 
and returning empty coal cars. It has no local 
facilities in East St. Louis, no 1. c. 1. freight 
station, and no industrial connections. It has 
no facilities in St. Louis. It has a yard at East 
Madison, near the Madison Yard of the Ter- 
minal Railroad Association. 

Inbound St. L- T. & E. freight is taken to 
their East Madison Yard. In this yard freight 
is classified for delivery to : 

East St. Louis Junction, 

Southern, 

Merchants Bridge Terminal, 

Alton & Southern, 

Wiggins Ferry. 



Each of these classifications is moved by St. L. 
T. & E. engines to receiving tracks of the other 
companies. Generally speaking, engines return 
light. 

All roads deliver their interchange freight at 
or near this inbound yard and the engines of 
those roads generally return light to their own 
lines. 

During October, 1920, the St. L. T. & E. han- 
dled the following carload business : 

3,201 carloads in for delivery to other lines'. 

1.2 per cent of all St. Louis-East St. Louis 
carloads. 

Southern Railway 

The Southern Railway enters East St. Louis 
from the east. It has very extensive facilities 
in East St. Louis ; none in St. Louis. On the 
east side it has a modern outer yard, known as 
the Coapman Yard, lying between the Illinois 
Transfer and Alton & Southern, as well as sev- 
eral older yards further in. 

The Southern owns and operates the Venice 
and Carondelet Belt which extends from the east 
bank of the Mississippi River, south of East 
St. Louis, completely around the city and through 
Madison and Venice to the Mississippi River west 
of Granite City, crossing and connecting with all 
east side lines except the Missouri Pacific, St. 
L. S. W. and St. L. & O. R. 

The Southern is the only trunk line that has 
belt facilities and connections with nearly all 
other railroads at East St. Louis. It performs 
considerable industrial switching and interchange 
between railroads. 

It has 26.6 per cent of east side industries on 
its rails ; 4.9 per cent of all the industries within 
the St. Louis-East St. Louis switching limits. It 
has several team tracks, and 1. c. 1. freight facil- 
ities in East St. Louis. 

Inbound Southern freight trains are received 
and broken up in the Coapman Yard. In this 
yard freight is classified for delivery to : 

Alton & Southern, 

Merchants Bridge Terminal, 

Chicago & Alton, 

Cleveland, Cincinnati, Chicago & St. Louis, 

Wabash, 

Chicago, Burlington & Quincy — East, 

Chicago, Peoria & St. Louis, 

Toledo, St. Louis & Western, 

St. Louis, Troy & Eastern, 




Fig. 57— Carload Freight Diagram— St. L. T. & E. R. R. 

109 



FERgUSON 



/ 



y 



ov v 



V 



CLAYTON 



V\0„ 



INTERCHANGE POINTS 

(j) TERMINAL AND 

MERCHANTS DELIVER TO SOU. 

(?) SOU. DELIVERS TO 

MERCHANTS. 

(J) SOU. DELIVERS TO 

TERMINAL. 

® SOU. DELIVERS TO AND 

RECEIVES FROM WICGINS. 

©SOU. DELIVERS TO AND 

RECEIVES FROM ROADS OTHER 

THAN TERMINAL, MERCHANTS 

AND WIGSINS. 



tfl 



» 



■AV 



GRPN1TE 
CITY 



\ _ C-P. 8, ST. L. c 

T 1 






\ \ 




\* x 


1 MB0.I5ON 


\ ' ^ 


k y' 


\ 1 w 


« >/ 


Va 4 



BRIDGE 



768— \ I 



aj>° 



^ 



^ 



SQU- 



<V 



rf>^ 



|»l 



% 



sB H 



-2r. 



*P 



V ' 



•^0 



^/' 



LINDENWOOD 
\ 



\ 



\ 



\ 



\ 



■3L&R.I 



\ 



\ 



6766 CARLOADS INBOUND OVER SOU. 
913 ■ ■ LOADED LOCALLY ON SOU. FOR OTHER 
LINES AND SOU. 
1183 CARLOAOS FROM OTHER LINES UNLOADED L0C4LLY ON JOll/ 
3569 CARLOADS OUTBOUND OVER SOU. 

25 " " FROM OTHER LINES FOR DELIVERY TO 

. OTHER LINES VIA SOU. BELT LINE. 

U.SI6 CARLOADS TOTAL IN.OUT LOCAL AND WTERCHUICE 
EMPTY CARS NOT INCLUDED 



gk* 



»_^.9i 



OUPO 



DIAGRAM SHOWINQ 
ROUTING AND DENSITY OF 

SOUTHERN RY. 
CARLOAD FREIGHT MOVEMENTS 

IN 

ST LOUIS, EAST ST LOUIS RAILROAD TERMINALS 

FOR 

OCTOBER 1920 

MAP NOT DRAWN TO SCALE 

5000 10000 ISOOO MOW ZSOOO 30000 



.INDICATES RSILROBD 
■ CROSSING 

INDICATES SEPRRBTEO 
RAILROAD CRDS9INS 



.Scale or Cars 



PREPARED FOR ENGINEERS COMMITTEE INVESTIGATING* 
STL0UIS.EA3T 5TL0UIS RAILROAD TERMINALS 



CE3MITHSC0. C0NSULTIN6 ENGINEERS 



Fig. 58 — Carload Freight Diagram — Southern Ry. 
110 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



111 



East St. Louis Junction, 

Pennsylvania, 

Baltimore & Ohio, 

Louisville & Nashville, 

St. Louis & O'Fallon, 

Illinois Central, 

Mobile & Ohio, 

East St. Louis Yard of Terminal, 

Wiggins Ferry Co., 

Southern Freight House, Team Tracks, and 
Industries. 
Cars for other roads are moved by Southern 
engines to receiving tracks of the other com- 
panies, except for Madison Yard deliveries, which 
are made at the Southern crossing of the Illinois 
Transfer Railway. Generally speaking, engines 
return light, except for interchange with C. B. 
& Q., as the Southern delivers and receives in 
the C. B. & Q. Yard. 

The Wiggins Ferry and M. & O. deliver their 
interchange freight in the Dyke Yard on the 
river front, near the Municipal Bridge. The C. 
& A., C. C. C. & St. L., Wabash and C. B. & 0.— 
East, deliver in the Brooklyn Yard near Bridge 
Junction. The Merchants Bridge and Terminal 
deliver in the Coapman Yard. All other roads 
deliver at designated interchange tracks at the 
respective crossings of those roads with the 
Southern. Generally speaking, the engines of 
those roads return light to their own lines. 

Southern house freight, team track freight and 
industrial freight loaded and unloaded on its own 
lines, is handled outside of Coapman Yard, by its 
own switch engines which deliver from that yard 
on inbound and assemble there for outbound 
movement. All outbound road trains are made up 
in Coapman Yard. 

During October, 1920, the Southern handled 
the following carload business, including cars 
loaded and unloaded at its freight houses : 

932 carloads in for unloading on own lines, 
13.8 per cent of its inbound, 
5,834 carloads in for delivery to other lines, 
86.2 per cent of its inbound, 
973 carloads loaded locally for other lines, 
1,208 carloads from other lines unloaded lo- 
cally, 
895 carloads out loaded on own lines, 25 per 
cent of its outbound, 
2,674 carloads out from other lines, 75 per cent 
of its outbound, 



12,516 carloads (not including empty cars). 



4.5 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920, the 
Southern handled the following 1. c. 1. busi- 
ness: 
Local : 

Inbound 315 tons, 4.2 per cent of all in- 
bound local, 
Outbound 560 tons, 2.7 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 447 tons, 6.4 per cent of all in- 
bound connecting line, 
Outbound 115 tons, 1.7 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 1,437 tons, 3.4 per cent of the 
total 1. c. 1. freight handled through St. Louis-East 
St. Louis freight houses. 

Toledo, St. Louis and Western Railroad 

The Toledo, St. Louis & Western Railroad 
enters the east side from the north. It crosses 
the Alton & Southern at Granite City, the Illi- 
nois Transfer and V. & C. Belt at Madison, and 
the V. & C. Belt, the Wabash, C. C. C. & St. 
L. and C. & A. at Bridge Junction. It ends at 
a connection with the Wiggins Ferry on the 
river front. 

It operates a yard at Madison and a lower yard 
and freight station near the river front. It has 
no industries on its lines, and no facilities in St. 
Louis. 

Inbound T. St. L. & W. freight trains are re- 
ceived and broken up in the yard at Madison. 
In this yard freight is classified for delivery to : 

Alton & Southern, 

Merchants Bridge Terminal, 

East St. Louis Junction, 

Southern Ry. 

East St. Louis Yard of Terminal, 

Chicago, Peoria & St. Louis, 

Chicago & Alton, 

Chicago, Burlington & Quincy — East, 

Wiggins Ferry, 

T. St. L- & W. Freight House. 
Cars for other roads are moved by T. St. 
L. & W. engines to receiving tracks of other 
companies. 

All roads with the exception of the A. & S. and 
the Merchants Bridge Terminal, deliver their in- 
terchange freight in or near the lower yard of 
the T. St. L. & W. on the river front, and the 
engines of those roads generally return light to 
their own lines. The house freight and team 



OLIVETTE 



II 



CLAYTON 



l.*J> 



INTERCHhN6E POINTS 
(J)l5TL6W receives 
from merchants 
(2)tstl*w delivers 
jo merchants 

(Jyr ST HW. DELIVERS TO 
TERMINAL 

(2)T ST L SW RECEIVES FROM 
TERMINAL AND SOU 
@ TST L SW DELIVERS TO 
AMD RECEIVES FROM WIMINS 
(JJ)T5TL &W DELIVERS TO 
AND RECEIVES FROM STOCK YARDS 
(vJjSTL&W CtllVERS TO 

SOUTHERN 
(X)tSUSW DELIVERS TO 
AND RECEIVES FROM A & S 
(Q)TSTL5W OELIVER5TO 
AND RECEIVES FROM CIA 



MAPLEWOOD 




283«CflRL0flDS INBOUND OVERTSTL&W 

9 CARLOADS LORDED LOCALLY ON T.STL SW FOR OTHER LINES 

48 CARLOADS FROM OTHER LINES UNLOADED LOCALLY ON TST.L Ml 

4btt CARLOADS OUT60UNO OVER TSTL 8.W 

7574 CARLOADS TOTAL IN, OUT. AND LOCAL 

EMPTY CARS NOT INCLUDED 




Fig. 59— Carload Freight Diagram— T. St. L. 

112 



W. R. R. 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



113 



track freight is handled on its lines outside of the 
yard at Madison, by switch engines which deliver 
from that yard on inbound and assemble there 
for outbound movement. Outbound trains are 
made up in the yard at Madison. 

During October, 1920. the T. St. L. & W. 
handled the following carload business, including 
cars loaded and unloaded at its freight house : 
400 carloads in for unloading on own lines, 
13.8 per cent of its inbound, 
2,494 carloads in for delivery to other lines, 
86.2 per cent of its inbound, 
9 carloads loaded locally for other lines, 
48 carloads from other lines unloaded lo- 
cally, 
144 carloads outbound loaded on own lines, 
3.1 per cent of its outbound, 
4,479 carloads outbound from other lines, 96.9 
per cent of its outbound, 



7,574 carloads (not including empty cars). 
2.8 per cent of all St. Louis-East St. Louis 
carloads. 

During the week of October 18-23, 1920, the 
T. St. L. & W. handled the following 1. c. 1. 
business : 
Local : 

Inbound 254 tons, 3.4 per cent of all in- 
bound local, 
Outbound 171 tons, 0.8 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 302 tons, 4.3 per cent of all in- 
bound connecting line, 
Outbound 26 tons 0.4 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 753 tons, 1.8 per cent of the 
total 1. c. 1. freight handled through all St. Louis- 
East St. Louis freight houses. 

Wabash Railway 

The Wabash Railway reaches St. Louis and 
East St. Louis by lines from the north on both 
sides of the river. 

On the west side the Wabash divides at Fer- 
guson, north of St. Louis, and has two lines, 
one around the west city limits and into the 
Mill Creek Valley to Twenty-third street, just 
west of the LTnion Station, and the other fol- 
lowing the North St. Louis river front as far 
south as Franklin avenue, where it terminates 
at its freight station. It also connects with the 
Missouri Pacific at Carr street on the river 
bank. 

It has a large central yard, known as the 



Luther Yard, north of the Merchants Bridge, 
where its engine terminals are located, and sev- 
eral smaller yards. 

On the east side the Wabash has an out- 
bound yard at Nameoki, north of Granite City, 
and an inbound yard at Brooklyn, where its 
engine terminals are located, just north of Bridge 
Junction. It also has a lower yard and freight 
station on the river front, where its line ends 
at a connection with the Wiggins Ferry. 
Wabash — West Side : 

Inbound Wabash freight trains on the west 
side are received and broken up in the Luther 
Yard, and in the Ewing Avenue Yard in the 
Mill Creek Valley. In these yards freight is 
classified for delivery to : 

Merchants Bridge Terminal, 

Wiggins Ferry, 

Chicago, Burlington & Quincy — West, 

Missouri Pacific, 

St. Louis-San Francisco, 

Terminal R. R., 

Wabash Freight House (St. Louis), 

Industries on Wabash — West, 

Industries on Union Depot Line, 

Wabash — East. 
Cars for other roads are moved by Wabash en- 
gines to receiving tracks of the other companies. 
Generally speaking, engines return light, except 
when there are cars ready to be taken back, or 
the engine is assigned to other duties. 

The Mo. Pac, St. L--S. F., and the Ter- 
minal deliver their interchange freight to the 
Wabash in the Ewing Avenue Yard. AH ot 1-, er 
roads deliver their interchange freight at the 
Luther Yard and the engines of those roads 
generally return light to their own lines. 

All Wabash freight destined for Wabash — 
East is moved across the Merchants Bridge 
with Wabash engines. 

The Wabash house freight, team track freight 
and industrial freight loaded and unloaded on its 
lines, is handled outside of the Luther and Ewing 
Avenue Yards by switch engines of the Wa- 
bash, which deliver from those yards on in- 
bound and assemble there for outbound move- 
ment. 

All Wabash road trains are broken up and 
made up at the Luther Yard, except cars destined 
and originating on the Union Depot Line, which 
are made up at the Ewing Avenue Yard. 




Fig. 60 — Carload Freight Diagram — Wab. Ry. West. 
114 




Fig. 61 — Carload Freight Diagram — Wab. Ry. East 
115 



116 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



Wabash — East Side: 

Inbound Wabash freight trains on the east 
side are received in the Brooklyn Yard, except 
such freight as is destined for Wabash — West, 
which is set out at the Nameoki Yard. In 
Brooklyn Yard the freight is classified for de- 
livery to : 

Southern, 

East St. Louis Junction, 

Merchants Bridge Terminal, 

East St. Louis Yard of Terminal, 

Wiggins Ferry, 

Wabash Freight House (E. St. Louis), 

Industries between Brooklyn and Granite 
City, 

Wabash — West. 
Cars for other roads are moved by Wabash 
engines to receiving tracks of the other com- 
panies. Generally speaking, engines return light. 
Except the Wiggins Ferry, which delivers to 
the Wabash on the river front, and the Southern 
and the East St. Louis Junction, which deliver 
at Brooklyn, all other roads deliver their in- 
terchange freight at the Nameoki Yard, and 
the engines of those roads generally return 
light to their own lines. 

Wabash house freight, team track freight, and 
industrial freight loaded and unloaded on its own 
lines, is handled outside of the Brooklyn and 
Nameoki yards by switch engines which deliver 
from the Brooklyn Yard on inbound and as- 
semble at the Nameoki Yard for outbound move- 
ment. 

All Wabash inbound road trains are broken 
up in the Brooklyn Yard, and outbound trains 
are made up in the Nameoki Yard. 



Because of trackage agreement with the Ter- 
minal Railroad Association the Wabash moves 
all freight destined for its own lines in St. 
Louis over the Merchants Bridge with its own 
engines. 

During October, 1920, the Wabash handled the 
following carload business, including cars loaded 
and unloaded at its freight house : 

2,625 carloads in for unloading on own lines, 

19.3 per cent of its inbound, 
10,948 carloads in for delivery to other lines, 
80.7 per cent of its inbound, 
570 carloads loaded locally for other lines, 
5,373 carloads from other lines unloaded lo- 
cally, 
2,153 carloads out loaded on own lines, 20.1 per 

cent of its outbound, 
8,551 carloads out from other lines. 79.9 per cent 
of its outbound, 



30,220 carloads (not including empty cars). 

11.0 per cent of all St. Louis-East St. Louis car 
loads. 

During the week of October 18-23, 1920, the 
Wabash handled the following 1. c. 1. business : 

Local : 

Inbound 1,995 tons, 26.4 per cent of all in- 
bound local, 
Outbound 2,339 tons, 11.3 per cent of all out- 
bound local. 
Connecting Line : 

Inbound 1,016 tons, 14.5 per cent of all in- 
bound connecting line, 
Outbound 647 tons, 9.3 per cent of all out- 
bound connecting line. 
Total 1. c. 1. 5,997 tons, 14.2 per cent of all the 
]. c. 1. freight handled in St. Louis-East St. Louis 
freight houses. 



CARLOAD FREIGHT—VOLUME 
AND DISTRIBUTION 



Study of Freight Movements. 

An intensive study was made of the movement 
within the St. Louis-East St. Louis railroad 
terminals of all carloads of freight handled by 
each railroad during the month of October, 
1920, that month having been chosen because 
it was the last normal month prior to the com- 
mencement of this study. As the answers to 
the questionnaire were not sufficiently com- 
plete for the purpose, the records of the rail- 
roads were consulted. 

Without exception the railroads offered their 
records for the use of the Committee for this 
purpose. Car record clerks employed by the 
Committee copied off every carload and empty 
movement, recording for through cars, road 
and point of arrival, where classified, point of 
interchange, intermediate handling, and point 
of departure, and for local cars, in addition, 
where loaded or unloaded. More than 500,000 
car records were consulted and recorded from 
which tables and graphic diagrams were pre- 
pared for all the railroads. 

The study also included the number and dis- 
tribution of industries with track connections, 
the distribution of local carload business, the 
relation of local and through business, and 
other features relating to the handling of 
freight in the St. Louis-East St. Louis railroad 
terminals. 

Statements describing the operation of each 
road were prepared and sent to the local repre- 
sentatives for approval or revision. As revised 
to agree with the corrections that were re- 
ceived, the statements appear in this report. 

In addition to the study of car movements a 
time study was also made. 

Time Study. 

The object of the time study was to deter- 
mine the length of time consumed in handling 



loaded freight cars in the St. Louis terminals. 
For this purpose eight to ten cars were chosen 
at random from the interchange records of the 
Terminal Railroad Association, the Merchants 
Bridge Terminal Railway Co., and the Wig- 
gins Ferry Co., for the month of October, 1920, 
for each movement over which considerable 
numbers of cars are handled daily. No atten- 
tion was paid to movements between roads 
interchanging only occasionally, or in very small 
amounts. 

A total of 3,548 cars were selected at random 
by choosing nine or ten on each of 357 separate 
connections. After recording the car numbers 
and initials from the interchange records, the 
car service records of the Terminal lines and 
also of each individual trunk road were con- 
sulted to ascertain the dates on which those 
cars arrived in the receiving yard of the trunk 
line, delivered to the Terminal, delivered by 
the Terminal to a connecting line or an indus- 
try, and if to a connecting line the date of de- 
livery to an industry or departure from the 
city ; similar dates were ascertained for the 
opposite directions. 

Out of a total of 3,548 cars chosen at ran- 
dom from the interchange records about 10 per 
cent were omitted from the averages on ac- 
count of incomplete records, cars held for re- 
consignment, contents transferred to other 
cars, cars sent to repair tracks, and in some 
cases, about 1 per cent additional, tracers being 
unable to find the dates. The averages are 
based on the normal movement of 3,160 cars. 
A total of over 20,000 records were consulted. 

In addition to securing the car initials and 
numbers, it was also necessary on certain roads 
in the case of cars set out and picked up from 
industries to record the name of the consignor 
or consignee in each case in order that the car 



117 



118 



CARLOAD FREIGHT— VOLUME AND DISTRIBUTION OF TERMINALS 



might be traced in the records of the local 
switching yard serving the industry, the only 
place where that information was obtainable. 

No effort was made to ascertain exact hour 
of delivery as that would have involved a very 
exhaustive inquiry into each switching move- 
ment. When cars were delivered same day as 
received, that is, in less than 24 hours, it was 
considered that no day had elapsed, but if a car 
arrived late one day and was delivered early 
next day — delivery being made in much less 
than 24 hours, one day was recorded, according 
to the usual railroad practice. No cars were 
traced except those making movements over 
Terminal lines. Many 1. c. 1. cars and cars to 
and from the East St. Louis Stock Yards were 
traced ; as those cars are usually handled in one 
day, they have not been included in the aver- 
ages. 

The following tables contain a summary of 
the general results. Appendix F contains a sum- 
mary of the movements that were studied for 
each individual road. 

The summary indicates that the average 
time consumed by loaded cars in through 
movements is about three days which will aver- 
age about one day on the arriving road, one 
day on the Terminal, and one day on the de- 
parting road, although in many cases five and 
six days were consumed in making through 
movements, and occasionally much longer. 

The summary also shows that the average 
time between an industry and the road haul is 
approximately four days, which is usually one 
day on receiving road, one day on Terminal for 



transfer movement, and two days on delivering 
road, although in many cases six and seven 
days were consumed in the setting of cars at 
local industries after their arrival in the dis- 
trict, and in some cases much longer. 

The 10 per cent that were omitted from the 
averages consumed as much as ten, twenty, 
and in extreme cases thirty days ; being so 
abnormal they were omitted from the averages. 

Industries With Track Connections 

The number of industries with track connec- 
tions on each side of the river within the 
switching limits is as follows : 

St. Louis and west side — 1,207, 81.3 per 

cent. 
East St. Louis and east side — 277, 18.7 per 

cent. 
In St. Louis the percentage of all industries 
served by the railroads having the most exten- 
sive terminals are as follows : 

Missouri Pacific — 30.6 per cent of west 

side, 25 per cent of total. 
Terminal Railroad Association — 27.1 per 

cent of west side, 22.0 per cent of total. 
Wabash — 23.9 per cent of west side, 20.2 

per cent of total. 
Manufacturers' — 8.2 per cent of west side, 

6.7 per cent of total. 

On the East Side the industries are dis- 
tributed as follows : 

Terminal Railroad Association — 39.2 per 

cent of east side, 7.3 per cent of total. 
Southern — 26.6 per cent of east side, 4.9 
per cent of total. 
No other railroad has more than 5 per cent 
of the industries on its lines. 



TABLE VIII— SUMMARY OF AVERAGE NUMBER OF DAYS CONSUMED IN HANDLING 

THROUGH CARLOAD FREIGHT VIA TERMINAL LINES FROM ARRIVAL IN TO 

DEPARTURE FROM ST. LOUIS DISTRICT AND LOCAL FREIGHT UNTIL SET 

AT INDUSTRY. 

Via Via Via 

Through Movement. Eads Merchants Wiggins 

From East Side lines to West Side lines 3.1 2.6 2.8 

From West Side lines to East Side lines 3.0 2.1 2.9 

From East Side lines to East Side lines - 3.1 3.3 

From West Side lines to West Side lines 2.5 3.3 

Average Through Movement about three days. 
Local Delivery. 

From East Side lines to West Side lines 3.6 3.1 3.5 

From West Side lines to East Side lines 4.0 5.5 3.8 

From West Side lines to West Side lines : ..._ 3.8 3.8 3.9 

Average Local Deliveries about four days. 



CARLOAD FREIGHT— VOLUME AND DISTRIBUTION 



119 



There are many more industries without 

track connections, which are served by team 
tracks and 1. c. 1 freight houses. 

TABLE IX— NUMBER AND PERCENTAGE OF 

INDUSTRIES SERVED BY EACH RAIL- 
ROAD IN ST. LOUIS-EAST ST. 
LOUIS TERMINAL DIS- 
TRICT. 

No. of Per 

Railroads Industries Cent 

A. & S 21 1.4 

B. & 7 .5 

C. & A 2 .1 

C. B. & 32 2.2 

C. P. & St. L 10 .7 

T. R. R. A 435 29.3 

I. T. S 18 1.2 

L. & N 24 1.6 

Manufacturers 99 6.7 

M. K. &T 5 .3 

M. & 3 .2 

Mo. Pac - 370 25.0 

St. L.-S. F 57 3.8 

St. L.-S. W - 1 .1 

Southern 74 4.9 

C. R. I. & P 13 .9 

Pennsylvania 7 .5 

Wabash 300 20.2 

C. C. C. & St. L 6 .4 



Total number of industries .1,484 100.0 

TABLE X— NUMBER AND PERCENTAGE OF 
INDUSTRIES SERVED BY EACH RAIL- 
ROAD ON EACH SIDE OF 
RIVER. 

St. Louis. 

No. of Per 

Railroads Industries Cent 

C. B. & Q 32 2.6 

T. R. R. A 326 27.1 

I. T. S 4 .3 

L- & N 11 1.0 

Manufacturers 99 8.2 

M. K. & T 5 .4 

Mo. Pac 370 30.6 

St. L.-S. F 57 4.7 

St. L.-S. W 1 .1 

C. R. I. & P 13 1.1 

Wabash 289 23.9 

Total _ 1 ,207 100.0 

East St. Louis and East Side. 

No. of Per 

Railroads Industries Cent 

A. & S 21 7.6 

B. & O - 7 2.4 

C. & A 2 .7 



C. P. & St. L 10 

T. R. R. A 109 

I. T. S 14 

L. & N 13 

M. & 3 

Southern 74 

Pennsylvania 7 

Wabash 1 1 

C. C. C. & St. L 6 

Total 277 



3.6 


39.2 


5.1 


4.6 


1.7 


26.6 


2.5 


3.9 


2.1 



100.0 



Distribution of Local Carload Business 

The distribution of industries does not indi- 
cate the distribution of cars loaded and un- 
loaded on both sides of the river, which includ- 
ing cars at team tracks, but not including cars 
at freight houses, were as follows for October, 
1920: 

St. Louis and West Side 42,597— 53.3 % 

E. St. Louis and East Side...37,314— 46.7% 
The principal local carload business was dis- 
tributed on each side of the river about as 
follows : 

St. Louis and West Side : 

River front of Central Business Dis- 
trict _ 24.7% 

Central Business District — Seventh 

street to City Limits _ 16.7% 

Remainder of city (outer districts)..! 1.9% 

East St. Louis and East Side : 

Madison and Granite City District 11.9% 

Stock Yards 17.7% 

East St. Louis + 15.1% 

Remainder of East Side _ 2.0% 

The total number of carloads handled in St. 
Louis-East St. Louis terminals in October, 
1920, was as follows : 

Brought in for interchange and 

through movement 80,231 

Loaded locally 44,967 

Unloaded locally 65 ,354 

Total - 190,552 

In addition there was a movement of empty 
cars amounting to nearly 60 per cent of the 
loads. 

Some of the cars that were interchanged did 
not cross the river. The number of loaded and 
empty freight cars that were handled across 
the river in October, 1920, is shown in Table 
XIII. 



TOTAL FREIGHT 



IOOO TONS 




INBOUND FREIGHT WWWM OUTBOUND FREIGHT 

TONS OF FREIQHT HANDLED IN ANO OUT OF 
ST. LOUIS -EAST ST. LOUIS TERMINALS BY ALL RAILROADS 

ENTIRE YEAR-19Z0. 
INCLUDES LOCAL AMD THROUGH FREIGHT 

C.E.Smith & Co. 

CONSULTING; ENGRS- 
3T LOUI 3 



Fig 62 — Freight Handled In and Out of St. Louis — East St. Louis Terminals — 1920. 

120 



MILLIONS OF TONS 

O / Z 3 4 S G 7 6 9 tO // /& 


B&O. 


!^^2^222L« 


|'_';;.' 










































'**.i*^.'j 


'■-■•'y--^'-'.- 


















































C &A. 


W??joWpT 






C.&E.1. m 


'■'■'■'■■\i : ' 1 














































C.&.& Q. 


■/;•-' 




ffP 


i'"i- ; 


*^^^ 




^* 


v .-.-i 


































CC.C.&5T.L. 


M 


••■ ••'•"••p/"// 














































C.P.&5TL 


M 


^^a 














































C.R.I & P. 


5^223 














































E5T.L & 51» 


■tf'de's'/A 














































": •••'" 






i.e. 


^ 


'^*/- 






M 










































: <-*T'. 








d/ - * 




»; *w 


.:-•.. 


••.-..i 






,.!•*.; 


-j 


ITS. 




















































v;.*: 




L.&M. p 


*Tr*. 
















































L^N-fel 


^?; 


^ 


id 










































M.K.&T.fek 


rsi 














































" 'v * 






y: t- 








;:^ z c 




t-~\S '. 


-;-•< 


". .'*".' 




^"^ 


-^OC 


-^> 


r -OK 


J 






■-.' < 




•',;■•! 








w 


m 








P^3 




LiJ 
































RCCASTlfc 


*N 




2 


1 






































5T.L.&0FHi 
















































ST.L.5F. 










ffl 
























1 












^i. 




£^7^r?IKKElGHT HANDLED IN IS 10 
- ■■■■■ " " 1415 


5TL.T&E 


ty/iks/si 








»i 








U: 






















i* 


1C\J 


t 






50U. 








^ 

•*.*"..** 


3 

-:v1 














































T.5TL.&W 






























































77P 


Tfr 


T^fl 














****** 




















TOTAL 
5T. LOUIS 
R/ 


. F 

ML 


REIG 
EAS* 
ROAl 


HI 

r 

)5 


51 


iA 

r.i 


ND 
.0 
19 

_c 


LE 

Olt 



.E.i 



3m 


IN 
Tf 

ITI 


A 

:ri 
-•* 


NC 
Ml! 
1* 


) ( 
NA 

20 


>L< 
C< 


r 

JIM! 


Of 
BY 


' A 

JTII 


LL 


m 


IGH 


HZZ 


RS 


1 



Fig. 63— Freight Handled in 1910-1915 and 1920. 
121 



122 CARLOAD FREIGHT— VOLUME AND DISTRIBUTION 

TABLE XI— STATEMENT SHOWING NUMBER AND PERCENTAGE OF FREIGHT CARS LOADED 

AND UNLOADED AT INDUSTRIES AND TEAM TRACKS MONTH 

OF OCTOBER, 1920. 

LOCATION Inbound Outbound Total 

No. Per Cent No. Per Cent No. Per Cent 

St. Louis River Front — 

North of Merchants Bridge 1,128 2.1 452 1.7 1,580 2.0 

Merchants Bridge to Municipal Bridge 8,713 16.5 3,149 11.7 11,862 14.8 

Municipal Bridge to Bluff, South St. Louis.. 5,099 9.6 2,798 10.3 7,897 9.9 

Carondelet 808 1.5 771 2.9 1,579 2.0 

Terminal Belt and Wabash — 

North St. Louis to Delmar Avenue 2,258 4.3 904 3.3 3,162 4.0 

Terminal Outer Belt — 

Olivette to Maplewood 602 1.1 977 3.6 1,579 2.0 

Mill Creek Valley- 
Seventh Street to Forest Park 6,168 11.7 1,724 6.4 7,892 9.9 

Missouri Pacific and Frisco — 

Grand Avenue to Maplewood 4,546 8.6 931 3.4 5,477 6.8 

Oak Hill Branch 1,148 2.2 421 1.6 1,569 1.9 

Total 30,470 57.6 12,127 44.9 42,597 53.3 

East St. Louis and East Side — 

Granite City and Madison 4,635 8.8 2,472 9.1 7,107 8.S 

Brooklyn to Coke Plant 1,572 . 3.0 867 3.2 2,439 3.0 

Stock Yards 8,247 15.6 5,888 21.8 14,135 17.7 

East St. Louis 7,268 13.7 4,786 17.7 12,054 15.1 

South of East St. Louis 686 1.3 893 3.3 1,579 2.0 

Total 22,408 42.4 14,906 55.1 37,314 46.7 



Grand Total 52,878 100.0 27,033 100.0 79,911 100.0 

TABLE XII— STATEMENT SHOWING NUMBER OF CARLOADS OF FREIGHT HANDLED IN 

OCTOBER, 1920. 

East 
Side 

Through carloads brought in by all lines for through movement 60,201 

Cars loaded at freight houses _ 6,060 

Cars loaded at industries and team tracks - * - ,15,356 

Cars unloaded at freight houses • 5,723 

Cars unloaded at industries and team tracks - - 22,838 



West 




Side 


Total 


20,030 


80,231 


10,724 


16,784 


12,827 


28,183 


5,823 


11,546 


30,970 


53,808 



110,178 80,374 190,552 

TABLE XIII-STATEMENT SHOWING NUM- handled by each railroad varies considerably, 

BER OF LOADED AND EMPTY FREIGHT , . ' , it _ .„_ A . , „ 

CARS CROSSING MISSISSIPPI RIVER but as a whole the situation is as follows : 
AT ST. LOUIS BASED ON OCTO- , T , , , , . , 

BER, 1920, BUSINESS. Number of carloads to and 

_, from own terminals 37,268 15.1% 

^ , , .i e ° a . .? t Lo arS Number in interchange 209,363 84.9% 

Eastbound - 41,584 31,832 

Westbound 51,032 20,828 Total in and out of all 



Total _ 92,61 6 52,660 



railroads 246,631 100.0% 

The proportion of local cars to interchange 



Grand total loaded and empty cars crossing , 

river 145 276 cars 1S no ^ same on all railroads, ihis may 

Of' the carloads handled in and out of the St. be seen by comparing the short coal roads with 

Louis-East St. Louis terminals by twenty- a trunk line such as the C. B. & Q. 

three railroads, the proportion loaded and un- The short coal roads handle practically no 

loaded locally on each railroad of the total carloads inbound for unloading nor outbound 




Fig. 64 — Number and Distribution of Local Carload Freight, October, 1920. 



123 



124 



CARLOAD FREIGHT— VOLUME AND DISTRIBUTION 



o 

£ 
w 

O 

u 






C^ CO o c^ 



o \o co .-h ^t- 



o\ 


00 


ON 


ts 


CM 


lO 


o 


Tt- 


ON 


vo 


Tt" 


IN. 


-|- 


is. 


CO 


co 


\o 


tt- 


t|- 


,_, 








rs. 


rs. 


o 


o 


on 


VO 




o 


(M 


CO 








Tf 




ts. 


to 


^ 


rs 




o 










■— i 


-1- 


co 


CO 


ts. 


CO 


Tf- 


CO 


NO 


Tj- 


co 


CO 


in 


lO 


t-s 


ts. 


o\ 


CO 




CM 


lO 




CM 


on 


o 


- 


co 
CM 


o 


to 


CO 


lO 


CM 


CM 


1-1 


CM 


CO 


CO 


CO 


CO 


CO 


7-1 


rs. 


00 


CO 


CM 


ts. 


O 
CO 


ts, 

CM 



< 

i-r 
< 

w 







■•"* 




NO 


i-H 


CO 


rH 




T3 




i-r 


Ti- 
to 


CO 


co" 


^ 






rt 














l-J 


o 

r-T 


o 










u 


































O 


*-« 


>» 


Th 


CM 


rs. 


Tf- 


o 


en 




> 


no 


00 


£h 


— 


g 


.5 


►4 


"3 






^ 





N 00 O * M 

rs. rs, \o co rs. 



1— I LO ■— t 



o 

o 

<2 
o . 

o « 
►J w 

< t-> 
Oo 

5° 

3° 

< ^ 

wo 



Q^ 
So 

iZ M 

< < 

w « 
w « 

Q W 

< X 

Oh 

£° 
2* 

o^ 

w 

pq 
O 

o 
w 

to 
H 

H 

fa 

H 

< 

09 



•a F4 ^ 
.5 S 

«°6 



H V£) GO O0 rt M »C 



3% ° 



.£ Pi Ph 
So 

fa o 6 



to 



fan O 



g* 



t-H CM 


tM N ■* m *o 


CO CO 

CO tt 


VO ID T-H t-H CO 

N N 00 CO 00 



on 


ts. 


Is. 


ON 


o 


CO 


no 


rs. 


NO 


,-H 


NT) 


o 


ON 


CO 


\o 


CM 


Tt 


ON 


,_, 


lO 


rs. 


-T 


Ti- 


Tt" 


on 


Ov 


ts. 


o 


o 


o 


vn 


Tf 




CM 


CO 


CO 


ts. 


rs 






o 


Tf- 


ts. 


CO 


CO 


CO 


ON 


NO 


TT 


to 


CO 


»-H 


CM 


t|- 


NO 


NO 


NO 


Tf 


u-> 


o 


Ti- 


m 


ts. 


Tj- 


CM 


1-1 


,H 


o 




CM 


CO 


J5 


CO 


VO 


Tj- 


CM 


CM 


TJ- 


CO 


CM 

ON 



fN Th CM CM On CO Tl- 


ON CO 


CO co no in ■* 


CM CO 


O t-H ^ 


VO 


^ rs co i-h no cm «-i 

CM ^H r-i CM 


NO I-H 


n Tf 00 00 H 

CM CNl rt rH H 


CO CO 
CM CM 


\n co o 
CM CM 


ts, 



On co cnj o m co no 

Tf CO Tf NO •— ( Is. CO 

t)- ^ co m cnj cm m 



'OTl-Tl-rsTj-ON'-HOCOOO 



CO co CO CO o 
CO ts. u-> co O 
ts, O Tf ts. ts. 



co CO 


: m 


•■i- 


co 


ts, t-H 


: C7\ 




in 


TT CO 


: oo 




—1 



CM 


m 


rs 


ON 


rs. 


CO 


CO 


1- 


CO 


ts. 


n- 


Tt" 


CM 


(-> 


o 


io 


kO 


CM 


00 


^H 


<*■ 


-t 


00 


00 


ON 


o 


NO 


CO 


On 




ts. 


CM 


CM 


n 


co 


-fl- 


CM 


\n 


CM 


is. 


Tt 


o 




o 


CO 


On 


Tt- 


is. 




ON 




rs 


t-H 


-t- 


T 


00 


m 


CO 


CO 


t-H 


CM 


ON 


CO 


CO 


On 


CO 


T 


CM 


CO 


-1- 


ON 


CM 


Tf 


tT 


o 


CO 


CM 


~" 


CM 


CM 


On 




CM 


TJ" 


CO 


On 


Tr- 


Tl- 


1-1 


00 


-t 


CO 


to 


CM 


o 


ts. 



Tl" NO MD CO NO t-H ON 


CM O 


On O to CM O 


•— i ts 


CO CO co 




t-H co t|- \n ts, co m 

^H ^| CO t-H 


t-H NO 


ON ts. tn- CO ts. 
.-h CM 


NO CM 


CO co ON 


to 



on o co tj- o co T^ 

tJ- NO O co ts, CM to 
tO Tf ts O TT t-H ^H 



co ts CO On 


: on o 


Tt- ON CO O 


: co cm 


CM co to NO 


; to t-h 



CO t-H 



CM 


O 


to 


CO 


— 


CM 


ON 


Tj- 


NO 

CM 



d< 



w 

a 53 , 

eg d 



j 



PL, W 

da =3 



H^ J 



w S Z 






fa 
bfa & 

<« to en ^ E ^ ._ 

4 4 4 j -S w J 






g.S 





























































j 






























c 


T^ 


o 


in 


00 


O 


o 


On 


CO 


CO 


CM 


CM 


ts. 


On 


o 


o 


CO 


m 




CO 


c~> 


CO 


ts. 


o 


NO 


vf) 


O 






1h 


On 


ON 


CO 


CA 


ts. 


o 


ON 


ON 


o 


00 


OO 


CO 


00 








CO 
ts. 




CM 








ts. 


CM 




ON 







fa 



" O 



CARLOAD FREIGHT— DESCRIPTION AND OPERATION OF TERMINALS 



125 



loaded on their own rails; practically all the out of the local terminals where they do not 
business they handle is interchange. belong. 

The C. B. & O. brought in 1,708 (14.6 per 
cent) for unloading on its own lines and 10,067 
(85.4 per cent) for interchange with other 
roads ; outbound it handled 2432 cars (23.2 per 
cent) loaded on its own rails and 7,747 (76.8 
per cent) received from other lines. The per- 
centages are different for each railroad. 

On the average, out of every 100 cars 
brought into the terminals, 13.1 are unloaded 
on the line that brings them in and 86.9 are 
turned over to other lines ; out of every 100 
cars taken out, 17.6 are loaded on the line that 
handles them out and 82.4 are received from 
other lines. The average of in and outbound 
is 15.1 and 84.9 carloads, respectively. 

At the present time the 84.9 cars that might 
better be kept out of the local terminals of the 
roads handling them are handled in practically 
the same facilities as the 15.1 that must be 
handled in the local terminals. The Commit- p . g 65 _ Number of Carloads of Freight Handled 
tee directed its studies to keeping the 84.9 cars by Each Road, October, 1920. 



NUMBER OF CARLOADS 

o ioooo toooo 3O0O0 40000 sooa 


B.&O. 


























I 1 


1 


1 


CSA.- 




































i 


c.B.&a. 










































C.&E.l. 












































C.C.CB5T.L. 
















































C.RSST.L. 
















































C.R.I. a P. 














































E.SU.8SUR 


— 










































i.e. 














































l.T.S. 


■ 












































L.&M. 
















































L.&N. 


™ 














































MFRS. 












































M.K.8T. 




— 






































MO.PAC. 




















M.&0. 
































P.C.C8ST.L 






































ST. LA Of. 


m~ 








































5U.-S.F. 












































ST.L: S.W. 


■ 


— 


P 










































ST.L.T.8E. 


H 


■T 








































SOU. 










































T.StLSW. 


■ 














































WABASH 








































CARLOADS OF FREISHT HANDLED BY RAILROADS 
IN OCT. I9Z0 INCLUDING L.C.L. 




NO.I.A&S. YARD 

3. C.B&a.-E, »• 

4. C.B.&0.-W '• 

5. c.&a. 

». C.&E.I. 

7 C.P.ftST.l, " 

8. C R I.&P. - 

9. CJC.C.&ST.L IN-YARD 

10. ■• " " OUT-YARD 

11. E.ST.L.JCT. YARD 

12. E.ST.L.SUB. " N0.2I. ti.K.&V. YARD N0.30. ST.L.S.F. OUT-Y<Ro// BN0.39. T.R.R.A. A.D.YARD 

13. I.C. " 22. MO. PAC. DUPO YARD 31. S7.L.S.W. YARD/ £.' /? 40. ■' - BREMEH AV.Y^RD 

14. I-C. •' 13. '• ■' WEST " 32. 5TL.T.S E. - 41 HARIEM 
HI. C. •• 24. ■' " SOUTH ■■ 33. SOUTHERN " 41 23 V- ST. 
16. 1.T.S. •' 25 MAO IN-YARD 34 T.ST.l.SW. » 43. MrVeRSt/ 
I7.I.T.S. ■• 26. •• OUT- YARD 35 WAB- E. IN-YARD 44 WAB..- LUTHER YARD 
I8.L.&M. " 27 P.C.C.&ST.L. YARD 36. " "OUT-YARD 45 WAB - EMN6 J 
I9.L.&N. " 28. ST.L.&O'F. « 37. T.R.R.A. MADISON YARD 
20. MFRS. RY. " 29. ST.l.S.F, IN-YARD 38.-- " WI66INS " 



RAILROAD MAP 

ST. LOUIS. MO- EAST ST. LOUIS, ILL. 

AND 

ADJACENT TERRITORY 

1821 
SCALE 

PREPARED FOR ENGINEERS COMMITTEE INVESTISATINO 
ST LOUIS -EAST 5T LOUIS RailROAO ■ 
C.C.SMITH &C0. CONSULTING CNGINEERS 



Fig. 66 — Classification Yards. 



126 



CARLOAD FREIGHT— PRESENT METHOD OF 
HANDLING FREIGHT CARS 



At the present time railroads break up their 
inbound trains and classify their inbound 
freight in their own yards for delivery ; (a) on 
their own rails ; (b) to other railroads with 
which they have direct connections ; (c) to one 
or more of the three transfer agencies of the 
Terminal Railroad Association, viz : Wiggins 
Ferry Co., St. Louis Merchants Bridge Ter- 
minal Railway Co. and the Terminal Railroad ; 
(most roads classify and deliver to all three 
agencies) and (d) to other transfer agencies 
such as the Alton and Southern and the Venice 
and Carondelet Belt of the Southern Railway. 

After cars are classified by the road that 
brings them in, cars for other roads are set on 
interchange tracks designated by the other 
roads in which service both delivering and re- 
ceiving roads perform a great deal of light 
engine mileage, consisting of engines return- 
ing without cars from interchange tracks after 
making deliveries. These interchange tracks 
are generally inadequate especially during 
heavy business when they are most needed. 
Their inadequacy at such times contributes 
directly to terminal congestion. 

With the exception of freight interchanged 
in St. Louis that does not cross the river, and 
certain live and perishable freight, the three 
agencies of the Terminal Railroad Association 
take the cars from their connections to three 
principal clearing yards on the East Side — 
Madison Yard, Wiggins Yard and Terminal 
Yard near Relay, where they are again classi- 
fied for delivery to other roads and to indus- 
trial districts on the Terminal lines. Cars are 
then handled in direct transfer movements be- 
tween these yards and the interchange tracks 
of the individual railroads. 

The receiving roads take the cars from the 
interchange tracks and again classify them for 



local delivery and for movement beyond in 
road trains. 

Thus, except for freight handled over direct 
connections between railroads and live and 
perishable freight, all interchange freight 
handled by the intermediate switching agen- 
cies is classified at least three times. This 
work is done in over forty freight yards which 
are so located that there is a great deal of ex- 
cess engine and car mileage in back hauls and 
much delay on account of railroad grade cross- 
ings and interference with and by through 
movements, local switching and passenger 
trains. 

In the preceding pages the method of opera- 
tion of each railroad is set forth in detail, ac- 
companied by a graphic diagram for each road 
showing the route and density of the carload 
freight movements'. In addition Appendix E is 
a tabulation showing the number and route of 
carloads interchanged between each road and 
each other road for local delivery and through 
movement, during the month of October, 1920. 

Each tabulation and diagram show the num- 
ber of carloads inbound and outbound, total 
number of cars loaded on each line for delivery 
to other lines, and carloads received from other 
lines for local delivery on the line under dis- 
cussion ; the diagrams also show the route and 
density, the latter also indicated by numbers, 
where of sufficient interest or value, of the 
movement of all carloads handled by each road. 

The yards in which the railroads break up 
and make up their trains are shown on the dia- 
grams. Also by numbers are indicated the 
location of interchange tracks which are the 
extreme limits to which their engines go in de- 
livering cars to and receiving cars from other 
roads. Beyond those interchange tracks the 
cars are moved by the engines and over the 
tracks of other railroads. 



127 




Fig. 67 — Interchange Points. 



128 



CARLOAD FREIGHT— PRESENT METHOD OF HANDLING FREIGHT CARS 



129 



These diagrams show that there is a large 
amount of lost motion in handling freight cars 
in the terminals. Indirect movements involv- 
ing five to ten miles extra distance through 
congested districts are not unusual. 

Movements over the Terminal, which uses 
the Eads Bridge and tunnel between "C. D." 
Yard, near Relay, East St. Louis, and the Mill 
Creek Valley, near the St. Louis Union Sta- 
tion, are fairly direct. Movements over the 
Wiggins and the Merchants are quite round- 
about. 

Even casual observation of the diagrams will 
indicate that a very large amount of freight 
that is interchanged by the Wiggins Ferry in 
East St. Louis, could be saved a great deal 
of distance and delay by being handled through 
outer yards and over outer belt lines. This 
is well illustrated by the Pennsylvania and 
Baltimore and Ohio freight from the East 
and by the Wabash, Chicago and Alton, 
and Big Four freight from the North. 
The diagrams also indicate that a great volume 
of freight now transferred twelve to fifteen 
miles over the Merchants Bridge between rail- 
roads in the vicinity of Valley Junction and 
the Mill Creek Valley and South St. Louis 
could be moved over the Municipal Bridge in 
three to five miles. This is well illustrated by 
the St. Louis and O'Fallon and the East St. 
Louis and Suburban coal. 

On the other hand much freight that is now 
handled across the Eads Bridge could be 
handled more expeditiously over the Merchants 
Bridge if put through outer yards. 

The removal of interchange freight from the 
congested district in the vicinity of Relay De- 
pot will expedite the handling of local business 
in that district. 

Empty Cars 

Although empty cars are handled in the 
same trains with loaded cars, it was found to 
be impracticable to follow the movements of 
empty cars for each railroad, as empty cars do 
not all have the same definite routing as loaded 
cars, but are continually taken where found 
and set for loading. However, information was 
available as to the interchange of empty cars 
between railroads and a composite diagram 



was prepared to show the routes and density 
of movements of the empty cars interchanged. 

This composite empty car diagram indicates 
the same degree of unnecessary mileage and 
additional handling as evidenced by the dia- 
grams showing carload movements, much of 
which can be avoided, as set forth later in this 
report. 

Many of the empty cars were special cars 
that had to be moved for loading in one direc- 
tion, consisting of coal cars returning to the 
mines, stock cars coming from the stock yards, 
refrigerator cars going to the packing houses, 
tank cars for oil, acids and other liquids, poul- 
try cars, and other cars for special commodi- 
ties, of which the normal movement empty in 
one direction can not always be avoided. 

A considerable portion of the movement, 
however, consisted of standard flat, gondola 
and box cars returning to home lines, in nearly 
balanced movements in each direction, that 
could be entirely avoided by pooling such cars 
under proper control. 

It seems to be an unnecessary waste for 
empty cars of the same design and capacity to 
be moving in both directions at the same time, 
just because of individual ownership. As this 
is not a local question, however, but one of 
national scope, the Committee has no recom- 
mendations to offer as to the handling of 
empty cars. 

Composite Diagram of Movements of 
Carload Freight 

A composite diagram was also prepared to 
show the movement of all carloads shown on 
the diagrams of the individual railroads. This 
emphasizes the appearance of congestion, ad- 
ditional mileage over detours and unnecessary 
handling indicated by the individual diagrams 
and by the descriptions of the methods of the 
railroads in handling freight cars within the 
terminals. 

The congestion and interference are particu- 
larly noticeable in the vicinity of Bridge Junc- 
tion and Relay Depot in East St. Louis, where 
there are twenty-five railroad grade crossings 
in a distance of one mile, over which nearly 
one hundred passenger trains daily and prac- 
ticallv all cars interchanged with the Terminal 




NO.TE-- 

DOE5 NOT INCLUDE EMPTY CAR 
MOVEMENTS LOCAL TO RAILROADS ON 
ACCOUNT OF DIFFICULTY AND EXPENSE Of 
SECURING DETAILED INFORMATION 



COMPOSITE 

DIAGRAM SHOWING 
ROUTING AND DENSITY OF 

EMPTY COR INTERCHANGE 



ST LOUIS, EAST 5TL0UIS RAILROAD TERMINALS 

FOR 

OCTOBER 1920 

MAP NOT DRAWN TO SCALE 

ISOOQ 30OO0 JSOOO fcOOOO 1SOO0 



PREPARED FOR ENQNEERS rOrtMITTEE |NVf STlftATrt. 
STLOUISEAST STLOUiS R RIlROOO tfbminAi 



CFSMITHSCO C0NSULT1N& tWGINttRS 



Fig. 68 — Composite Empty Car Diagram. 
130 




Fig. 69 — Composite Carload Freight Diagram. 
131 



132 



CARLOAD FREIGHT— PRESENT METHOD OF HANDLING FREIGHT CARS 



and Wiggins Perry on the east side are 
handled. The congestion and delay can be 
minimized by reducing the number of grade 
crossings and by keeping out of this district 
cars that can be handled more directly over 
other routes. 

The present practice of the railroads, as indi- 
cated by the routing and density diagrams, is 
the outgrowth of early conditions when traffic 
was light, and the only river crossings were 
the Eads Bridge and the car ferries of the 
Wiggins Ferry Co. near the Eads Bridge. 
Later on when the Merchants Bridge was 
used for a large amount of traffic, and extra 
mileage and delay in terminals was not so ex- 
pensive and serious as at present, each com- 
pany has added to the facilities in its old yards, 
to keep pace with the increase in business, 
until all available space was used up, or until 
other objectionable conditions, such as delay 
through congestion, and increased operating 
expenses, resulting therefrom, required other 
facilities. 

In response to such conditions, the Penn- 
sylvania Railroad has established a modern 
outer yard just outside the Illinois Transfer 
Outer Belt on the east side. The Southern 
Railway has also moved out within recent 
years to its Coapman Yard just outside the 
Illinois Transfer Railway. The C. & E. I. 
never had an inner yard, but has an outer yard 



north of Granite City. The C. C. C. & St. L. 
Railway has property for such an outer yard 
north of Mitchell, 111., which is under construc- 
tion. The Wabash has built and placed in 
operation an outer yard for certain of its 
traffic north of Granite City. The T. St. L. & 
W. Railway and the Litchfield and Madison 
Railway have built outer yards near Madison. 
The St. L. S. W., which never had an inner 
yard, has constructed an outer yard near Val- 
ley Junction. The I. C, in adding to its inner 
yard facilities, has moved out beyond Valley 
Junction, but has not built a thoroughly mod- 
ern outer yard. The Missouri Pacific has a 
very extensive hump yard at Dupo, south of 
East St. Louis, which was built shortly after 
the construction of the Missouri Pacific Illi- 
nois line, in 1903. 

The congested condition of the inner yards 
of those roads that have not yet built outer 
yards is such that within the next few years 
many roads must increase their inner yards or 
construct outer yards, and those which have 
outer yards will probably add to their present 
facilities. The Committee believes that any 
additional expenditures for yards or inter- 
change facilities in future, should be made 
according to a comprehensive plan, rather than 
haphazard to meet the immediate needs as 
heretofore. 



CARLOAD FREIGHT— PROPOSED OPERATION 
THROUGH OUTER GROUP YARDS 



In order to eliminate unnecessary classifica- 
tions, and unnecessary mileage, and to mini- 
mize delays, the Committee recommends that 
the present system, under which railroads 
classify cars in their own yards for direct con- 
nections and for clearing cars for other con- 
nections through the Madison Yard, the Wig- 
gins Yard, and the East St. Louis Yard of 
the Terminal Railroad Association, be changed 
and that there be substituted therefor direct 
transfer movement between outer classifica- 
tion yards and the individual railroads. 

As there is not a sufficient number of cars 
interchanged each day between each railroad 
and every other railroad to warrant a direct 
movement in every case, the Committee recom- 
mends the assembling of interchange business 
in several outer group yards, as shown on the 
map accompanying this report. 

The roads to which each yard would be most 
convenient and the number of carloads handled 
in and out of the St. Louis-East St. Louis ter- 
minals in October, 1920, by the roads in each 
group are given in Table XV. 

TABLE XV— NUMBER OF CARLOADS PASS- 
ING THROUGH LOCATIONS OF PROPOSED 
GROUP YARDS AND RAILROADS CONVEN- 
IENT TO EACH GROUP YARD. 

Yard No. 1, North of Granite City: 
26,500 carloads in. 
25,551 carloads out. 
C. & A. 

C. C. C. & St. L. 
C. & E. I. 
C. B. & O. 
Wabash (East). 
C. P. & St. L. 

Yard No. 2, Near Madison : 
10,800 carloads in. 
11,286 carloads out. 
I. C. (North). 
L. & M. 



T. St. L. & W. 
St. L. T. & E. 
Yard No. 3, East of Willows : 
24,300 carloads in. 
15,254 carloads out. 
Pennsylvania. 

B. &0. 
L. &N. 

C. B. & Q. (East). 
St. L. & O'F. 

E. St. L. & Sub. 
Yard No. 4, East of Valley Jet. : 

16,000 carloads in. 
9,727 carloads out. 

Sou. 

St. L. & O. R. 

I. C. (South). 
Yard No. 5 at Dupo : 

22,200 carloads in. 

16,195 carloads out. 

Mo. Pac. 

M. &0. 

St. L. S. W. 
Yard No. 6, North St. Louis : 

18,500 carloads in. 

15,193 carloads out. 

M. K. & T. 

C. B. &Q. (West). 

Wabash (West). 

C. R. I. & P. 
Yard No. 7, W r est Ivory: 

4,800 carloads in. 

2,277 carloads out. 

Mo. Pac. 
Yard No. 8, Near West City Limits : 

15,500 carloads in. 

15,128 carloads out. 

Mo. Pac. 

St. L.-S. F. 
The actual number of carloads that would 
be handled through the group yards would be 
somewhat less than the amounts stated, as the 
figures include cars loaded and unloaded lo- 
cally on the lines of the roads in each group 
which might be handled in the local yards of 
the railroads and not in the group yards. 



133 







m'adison ^cglyNTYLTTrL. 



• '"J^jk \ «#^SStTcLaTr\^*>- tcOHJNTY ILL. 




Fig. 70 — Proposed Grouping of Railroads in Outer Yards. 



134 



CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS 135 





l«°X 


c 

vc 
cvi 


10,808 
24,293 
16.143 


22,171 
18,493 
4.773 




en n-1 

**) 0> 

r^ csl 

VO rO 


CM CM 

— oo 

tv. 00 


vO 
oi 
OV 
vO 


Ov 
ro 

ON 

00 


CM 

*o 

o 

ON 


i-r 
< 

> 


1 = 

££ 

"3 J3 

o nj 




»-• os c*v <o ov **i on to on <-* o ^r ^t" 




}U3UI3AOJ\[ 


c\)— tr^rgcNir^oN^vorsit^r^^r o\ioc 

0S'-«O0\t-s.v0r^.0\r^00V0O00 rj - 
OOOOOCOOvOO'0000'—r>.Cg On|T 

oC^ooo'^rcor^rCvocg'^iovd" oo — 


Q 
W 
►4 


„;C0 

oco 


XJ9AI[3Q 
(EDOl'jOJ 


o — t^osr^rot-xcg 

O) O 'T •"-"—• P*l OO 
OJ —. t-. « OJ t-t « 


r-v u-> r>, 
O t>* ts 


vo 


Q 

■z 

< 

K 

co 

Q 
< 
O 

« 

< 

o 

fc 
o 


justuaAOjij 


•O i-i T 


o ^t in n ^h o 00 

IO fl O CS) CV) ^h SO 




00 


o 

00 


"CO 


AJ3AIJ3Q 


O l ^ON'— 'lOOsvoOsOsOVOOOCO 

r^oi-roo^j-o\Trr^<Nvoot^^) : 


VO 

oo" 


JU3lU3AOJ\: 
nJl lX JO H 




















w co 


XJ3AI|9Q 


t- N Tj-0'-«w^oOin\o(*ivnrooorv 
0'-tV)Cvjrorj-\oo\i-iTr'-<rvt>. ; 


o 


CO 
CO 

< 


}U»LU3AO]^ 

nj HX Jo a 
















II 1 


O 

CO 

Q 
PS 


a "3 
,rH o 

■3-r 

co 


XJ3AI[9Q 
IBOO^ JO J 


■^■OOO^TTCOOrOvO 


"-) C7» VO vO 

t^ tj- ii : ' t^. 

■ | ^ 


}U9lU9AOJ\^ 




















< 


.2— 

ui'rt 

■s> 

oo 

PS-; 


AJ3AI[3Q 


roC\)fOOsCNlCM"^-iri l-^-OOOrq 
rOOOOsCO^CvliDOS I'^-t^Csl'tl- : 


1 1- 

ON 

o 


o 
PS 
o 


}U3UI3AOJ\J 

nj MX JO v3 


















1 1 


o 
co 


0, M 

2 o 


Xa3At[3Q 




















E-,0 


;u5ui9AO]\; 


m.-. tN.oiON'O'-ifo^-ioOioiovo c^i 

!00 , OC\]'00 , ^- , ^-0\VOroCv]ro 1"^ 
OOOONtN-t—u-),— iOJ-^i-itJ-tI-cO i-< 
CM — t*i* co 


CO 
CM 


3 . 
p O 


AJ3Al[3Q 
lEDO^JOJ 


















I ; 


Sri 

<< 


JU3lU9AOJ\; 

njl IX JO H 




: ; cvj io in 
: : *-h vo t^ 




O t-^ vo VO 

■^- ■<*■ VO o 

CM fO r-1 


VO 

vO 
■*3- 




Oj 


3 
O 

6* 


XJ3AI[3Q 


TTOJ>OC\lt^sO'-<C , >J00CVlLr)-^-rs. 
r^.—'OsOsi-ivnrN.CMin'OvOforg 
vO *0 iO»>.rqOsCgrO i-ii— iCM 
1-H ro* 


vo 
CO 

o 

Cn" 


co 1 " 
Q 
< 
O 

< 

o 

o 


}U3UiaAO{^ 

njL ix jo a 


coinor-.u^ch'^-ooTfi-ioc^oj oo 
eMTfcoo\fo r >]ooiof>joO'^-ONrg r^. 

' iOfM'<tO\OOCMT-iLOVOTfTr'^-ii CN 
1-1" r-1 N ^ 


CO 
CN 

IO 


Qui 

P d 


XJ3AI[3Q 
JEDOl'jOjJ 


o r^ --I o cc on tt 
O O t-i 00 i-h SO 

CM ^i \D Tt 


o 


CM H 
CM 




CO 


JU9Ui3AOJ\; 

nj MX J °d 


fosOLnr>.^-iooNrxt-^ONOioio , ^- 
Ln^OONCNli-i^vor-v^OCMONi-i to 

ior%oo\o ^icovO'-iTr'OsO'^" oo 


O 

VO 


PS 

w 

P5 


Out 
3 . 

2 ° 

o2 


AJ3Al[SQ 
[BOO^JOJ 


or^toon-foi-it^ 1 ^ 
oocNi*-N.r^TrcNii-imcN 
CN — i-i o — 


\o oo cm : 

VO ro CM 


I vo 

o 

ro 




jusuiaAOj^ 


i-.i-.0)t^OO\tou-iOCNOi-i*0 
OCNXO-^-rot^Olrfi-ivOvOO-i t-N. 
>— -r^fo ono»-ivot-i m n n oo_ 


CM 

CN 


o 


3 . 

2 ° 


[EDO*J JOJ 


'O'-'ONinTr-^vc-n-t^ 

^-.CMOOiOiOVOt^ONVO 

CS] ^H ,_, ^H ^H CNl 

cn" 


r-^ O ci 

VO ro , ^- 


1 K 

1 3 


c 

K 

CO 


;U3UI3AOJ\I 


\ooirowi\ovoovoiii— «cNaoO»n iniTf 
O\i-«0JC0\O00lO00loi-'IO00On io»o 
r->,i-iro<*OfOO\'o>j^roi-icOONO ^*l ^, 


o 

r- 1 


9-cvi 
p d 

6* 


A"-I3AI[3Q 


VO i-i ii 


~ CM 




lO 






1 ^ 


< 


JU3UiaAOJ\I 

n-'MX J °a 


oONvoo-a-i-iLoiofOtnoOCNji-i r^.|vO 

C^^T-^\0OO■-100^0X^.-^■O>J^ , ^- CM CO 
iO .-iVOrOCMi-iONCM fOVOt^ ^ . 


< 
Eh 
| 


P d 


AJ3AI[3Q 


J> 


r^ ^-i io <N o c 


IO ^H 


O CM 




1 S 




> 

K 

K 
< 
Eh 


JUaUI3AOJ\[ 

tU'HX joj 


rO^OvOCMCMOOOtoONONVO'OCM O 

t-i^roO'^J-OONCMtn'^-i-tiovO 00 

roro\OLOLO , OVOONt^CM»-i\0'0 00^ 

CO* CM* VO ii CM «-r w rH — ■ 


CM 


C 
E- 

/ 


7 o 


1 

1 t 


5 d d t 

a p. o. 

3 3 3 
O o 

J o o c 


: in \d t* 

5 d d c 

5 1? Z * 

a p, a ( 
= 33: 

D O O 

5 6 o t 


; « 
; ? 

1 c 

3 : 

3 1 

3 C 


^^ o 
\2 Si.2 


< \< 

(U 1 

j«wPSc? 

J CO t^. 


c<3 

<^ 

<"E- 
'•a 

c/5 


)«■*" _ ! 

►4g3 g O . 

'•««-° u a s 

CL» -t-* i O I. 
-C r- = O >f C 


a ': 
W : 

2a 
Eh 



E O 



v2 3 

Q 



136 CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS 



For comparison with the preceding figures 
it is interesting to note that during October, 
1920, about 40,000 carloads were handled 
through Madison Yard in both directions. The 
proposed group yards could be made more 
efficient than Madison Yard as there is ample 
room at the proposed locations of group yards 
to provide efficient layouts that will permit the 
progressive movement of cars without retro- 
grade or switchback movements. 

Proposed Classification and Transfer of 
Inbound Interchange Freight 

All cars brought in by any road for delivery 
to any other road would be placed on the re- 
ceiving tracks of the appropriate group yard. 

The management of the group yard, which 
might be controlled by those roads using the 
group yard, would classify cars brought in by 
all roads on to classification tracks for direct 
delivery to every other railroad. 

In addition to classifications for individual 
railroads, it would probably be found desirable 
to make additional classifications in the group 
yards for local cars consigned to various dis- 
tricts within the terminals and those cars 
handled in transfer runs from the classification 
tracks of the group yard, to the local district 
yards serving the industries in the respective 
districts. 

By grouping roads conveniently located in 
group yards, interchange freight could be 
handled in solid transfer movements without 
going through intermediate clearing yards as 
at present, thus saving one interchange and 
one classification of a large portion of the 
cars now handled by the Terminal Railroad 
Association. 

It is thought that the present average time 
of three days for through cars and four days 
for local cars can be reduced to one-half this 
time by such grouping and direct delivery. 

A composite diagram showing the routes 
and density of carload movements as proposed 
is included in this report ; for ready compari- 
son by observation, it is shown at the same 
scale as the composite diagram of the present 
movements. A casual study will indicate the 
extent to which the proposed operation will 



eliminate unnecessary handling and delay of 
cars. 

The composite diagram shows the volume 
of each road movement outside the group 
yards ; the local movement of each road be- 
tween the group yards and the local termi- 
nals, and the proposed routes and volume of 
transfer movements of interchange freight 

On the east side direct movements between 
Yard No. 1 and Yard No. 5 are shown over 
the main line of the C. & A. and C. C. C. & 
St. L. between Granite City and Venice (to 
be supplemented by an independent transfer 
route when business requires) and the Wig- 
gins Ferry between Venice and Dupo. 

Intermediate movements between Yards 
Nos. 1, 2, 3, 4 and 5 except direct between Nos. 
1 and 5 are shown over the Alton & South- 
ern present tracks (to be double tracked and 
supplemented by the connections shown by 
broken lines, when conditions warrant), al- 
though some of those movements might be 
made over the Illinois Transfer Railway and 
the V. & C. Belt of the Southern Railway 

Movements between Yard Nos. 1, 2, 3, 4 
and 5 on the east side of the river and yards 
on the west side of the river are shown over 
the Illinois Transfer Railway, which would 
be the "Bridge Route" connecting with the 
Merchants and Municipal bridges. 

Alternate routes between the Municipal 
Bridge and Yard Nos. 1, 2 and 3 would be 
afforded by the elevated passenger tracks 
through Bridge Junction and Relay Depot. 
An additional route that would provide better 
internal circulation between the Wiggins 
Ferry tracks on the river front could be provided 
by connecting the Wiggins Ferry tracks with 
the McKinley Bridge at Venice and in North 
St. Louis. 

In addition to the transfer movements be- 
tween the designated group yards, movements 
are also shown between those yards and local 
districts in which large numbers of cars are 
loaded and unloaded, as the Mill Creek Val- 
ley, South St. Louis, North St. Louis, etc. 

On the West Side transfer movements be- 
tween Yards Nos. 6 and 7 are shown along the 
river front; which is also the route indicated 




Fig. 71 — Composite Carload Freight Diagram — Proposed Rerouting. 

137 



138 CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS 



for the industrial districts , in Mill Creek Val- 
ley and South St. Louis. For through traffic 
of the Missouri Pacific and the St. L. S. F., 
the Municipal Bridge and Mill Creek Valley 
are used between Yards Nos. 3, 4 and 5 on 
the east side of the river and Yard No. 8 
on the west side ; the Terminal Outer Belt and 
Merchants Bridge between Yards Nos. 1 and 
2 on the east side and Yard No. 8 on the west 
side; the Merchants Flevated and Mill Creek 
Valley route would also be available for the latter 
movement, at least until both the Missouri 
Pacific and St. L--S. F. moved out to Yard 
No. 8. 

The routes for transfer movements accord- 
ing to the proposed plan would make no dif- 
ference in the movements by the Alton Bridge 
or by the Ivory Ferry, although it is possible 
that the movements over the proposed routes 
and the possibility of the Missouri Pacific and 
the Burlington crossing the bridges with their 
own engines might result in less cars mov- 
ing via Alton Bridge and Ivory Ferry. 
Neither is any change shown in the number 
of freight cars moving across the McKinley 
Bridge, although it is possible to connect that 
bridge in such a way that many more cars 
could use it conveniently. 

In the proposed method of operation all 
freight trains are removed from the Eads 
Bridge and the cars handled by the most di- 
rect route over the Municipal and Merchants 
bridges with the following result : 

October, 1920: Proposed: 

Merchants 49,497 Merchants 56,437 

Eads 26,229 Municipal _..19,347 

Freight Local to Railroads' Own Terminals 

It would not be necessary for any road 
to put its local business through the group 
yard that would be used for its interchange 
traffic, although roads would have the option 
of doing so if convenient. 

Carloads for delivery to industries, team 
tracks and freight houses local to any rail- 
road, might be placed in separate trains at 
the last division point outside of St. Louis, 
and such trains run right by the group yard 



to its local yard. In fact, such trains might fill 
out tonnage by handling interchange cars to be 
set out at the group yard. 

Local cars, however, might be handled 
through the group yard in the same manner as 
interchange cars, the movement between the 
classification tracks of the group yard, and 
the local yard of the railroad being made as 
a transfer movement. ' 

The local yards of the railroads would be 
continued as inner yards for assembling and 
distributing the railroads' local business. 

Outbound Freight 

There would not be the same advantage in 
handling outbound freight in the same man- 
ner; it is thought that each road will desire 
to control the making up and departure of its 
own trains. However, departure facilities 
might be added to the group yards, although 
it would seem to be preferable to classify the 
cars for individual railroads where picked up 
and deliver them direct to their outbound 
yards. 

Each road could maintain and operate an 
outbound departure yard, preferably as close 
as possible to its inbound group yard. The 
outbound departure yard would require, in 
addition to the tracks for making up road 
trains, sufficient receiving tracks for assem- 
bling the transfer movements of interchange 
freight from the. group yards, from local yards 
within the district, and cars loaded locally 
on the rails of the individual railroads. 

Proposed Use of Present Facilities 

The Committee does not recommend that 
any other changes be made in the control or 
operation of the present local terminal facili- 
ties of any railroad, but that each road continue 
to serve its local territory as at present. How- 
ever, some pooling or exchange of facilities 
may be desirable for other reasons, such as 
revising the freight house layouts on the East 
St. Louis river front for the purpose of re- 
ducing the number of railroad grade crossings 
or for other reasons. 

The Committee does not propose that en- 
tirely new Group Yards be constructed. Loca- 



CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS 139 



tions have been suggested where railroads 
now have at least the nucleus of such yards, 
and in some cases nearly ample facilities. It 
is intended that present facilities shall be 
modified and developed to suit the proposed 
grouping, with such additions as may be neces- 
sary. 

No additional transfer routes are proposed. 
The dotted lines shown on the map are for fu- 
ture development ; the solid black lines indi- 



posed plan would have covered 1,303,980 car 
miles, a saving of 567,940 car miles. 

To this saving should be added the saving 
in empty car mileage. Empty car movements 
were 45.6 per cent in October, 1920, which 
seems a normal percentage in this district. 
Adding that percentage makes the total sav- 
ing 896,450 car miles per month within the 
terminal district, approximately 10,000,000 car 
miles per year. 



TABLE XVII— COMPARATIVE CAR MILES OF LOADED AND EMPTY FREIGHT CARS IN ST. LOUIS-EAST ST. 
LOUIS RAILROAD TERMINALS BY PRESENT AND PROPOSED METHODS OF CLASSIFICATION 
AND INTERCHANGE BASED ON OCTOBER, 1920, MOVEMENT. 

(CARS NOT INTERCHANGED NOT INCLUDED.) 

Road Haul Terminal Haul of In- 

Between Group bound Connecting Line 

Yard Locations and Outbound Cars 

and Present Loaded Locally on 

Yard Other Than Trunk 

Car Miles Lines Decrease in Decrease in Total De- 

Per Month Car Miles Car Miles Loaded Car Per Cent Empty Cars crease in 

Present Per Month Per Month Miles Per of Empties Miles Per Car Miles 

Roads Present Proposed Month to Loads Month Per Month 

B. & 22,601 36,510 41,229 17,882 75.0 13,412 31,294 

C. & A 72,464 33,072 54,280 51,256 34.0 17,427 68,683 

C, B. & Q. (East) 90,073 44,983 53,964 81,092) ,,„ 

C, B. & O. (West) 29,371 19,660 9,711 J 4S0 41 > 759 132,572 

C. & E. 1 20,308 39,071 33,860 *15,087 47.0 *7,091 *22,178 

C, C, C. & St. L 70,077 30,353 40,277 60,153 72.0 43,310 103,463 

C, P. & St. L 30,830 13,172 17,559 26,443 28.0 7,404 33,847 

C, R. I. & P 18,072 18,687 *615 70.0 *431 *1,046 

E- St. L. & Sub 2,750 28,884 23,968 2,166 100.0 2,166 4,332 

I. C 80,520 75,952 54,621 101,851 32.0 32,592 134,443 

I. T. S 3,109 3,260 *1S1 40.0 *60 '211 

L. & M 2,325 20,404 20,448 2,281 85.0 1,939 4,220 

L. & N 7,736 37,417 38,246 6,907 50.0 3,454 10,361 

Manufacturers 17,173 8,412 8,761 23.0 2,015 10,776 

M., K. & T 10,541 34,005 23,650 *186 76.0 *141 *327 

Mo. Pac. (East Side) 164,053 159,526 4,527) ,„ n .. ... ,<,,,,- 

Mo. Pac. (West Side) 128,229 156,608 178,904 105,933 ) 38 -° 41,975 152,43d 

M. & 48,053 26,426 63,266 11,213 53.0 5,943 17,156 

P. C, C. & St. L 68,607 55,273 13,334 60.0 8,000 21,334 

St. L. & O'F 1,946 18,986 14,882 2,158 100.0 2,158 4,316 

St. L. S. F 30,717 100,831 122,042 9,506 53.0 5,038 14,544 

St. L. S. W 40,863 28,457 12,406 80.0 9,925 22,331 

St. L., T. & E 3,201 24,083 23,378 3,906 80.0 3,125 7,031 

Southern 4,245 63,878 62,288 5,835 62.0 3,618 9,453 

T., St. L. & W 29,436 28,327 1,109 51.0 566 1,675 

Wabash (East) 61,599 52,175 68,997 44,777 45.0 20,150 64,927 

Wabash (West) 47,291 46,519 772 32.0 247 1,019 

Total 617,135 1,254,785 1,303,980 567,940 45.6 258,510 896,450 

*Denotes increase in Car Miles. 

cate present tracks that the Committee recom- The present mileage compared consists of 
mends be used in transfer movements. St. the sum of the car miles in road trains be- 
Louis and East St. Louis are now well sup- tween the proposed locations of the outer 
plied with inner and outer belt lines for group yards and the inner yards of the indi- 
transfer movements, but in future additional vidual railroads, and the car miles in switch- 
construction will be required to complete and mg . movements between those yards, while the 
supplement the present facilities. proposed mileage consists entirely of transfer 
Prospective Savings in Car Movements movements. The costs per car mile (a) in 
Within the terminal district embraced by the r ° ad trains ; ( b ) in P resent switching move- 
group yards, the railroads handled loaded ments ; and (c) in the proposed transfer move- 
freight cars a total of 1,871,920 car miles dur- ments are not directly comparable. Cost rec- 
ing October, 1920, not including the mileage ords of the Terminal Railroad Association 
of retrograde and switchback movements at have not been so kept that the cost per car 
interchange tracks and yards. mile of present switching movements can be 
The same business if handled via the pro- determined without a careful cost study; it 



140 CARLOAD FREIGHT— PROPOSED OPERATION THROUGH OUTER GROUP YARDS 



is not known what the cost per car mile of the 
proposed transfer movements will be ; there- 
fore the saving in car miles cannot be stated 
in money. 

There would also be saved the classification 
of 60,000 cars in Madison Yard, 40,000 cars in 
Terminal Yard, and 50,000 cars in Wiggins 
Yard, total 150,000 cars per month, counted 
once only. If counted both in and out accord- 
ing to usual railroad practice, the saving 
amounts to 300,000 cars per month. 

The savings in car mileage and in the num- 
ber of cars classified are not the only sav- 
ings that would result from the proposed plan. 
Many other savings that would follow are dis- 
cussed in detail in the chapter of this report 
entitled "Unification of Railroad Terminals." 
These savings include the elimination of num- 
erous car inspections in connection with the 
present interchange system and the elimina- 
tion of empty engine mileage, a very expensive 
matter at the present time. 

There would be an opportunity for great 
economy in having a well-organized car repair 
department and shops at each group yard to 
supersede the present wasteful practice of each 
railroad having to maintain individual facili- 
ties. 

The Committee recognizes that it is not pos- 
sible, nor does it seem necessary, to finally de- 
termine all details of the grouping of rail- 
roads in outer yards, the particular railroads 
in each group, the designs of the yards, the 
transfer routes for each movement, etc., as 
those details can only be worked out after 
careful study by the representatives of the rail- 
roads involved. 

Many alternatives are possible. The Illinois 



Central might find some advantage, which 
might also be of advantage to other railroads 
in East St. Louis, in keeping its north and 
south through freight entirely outside of East 
St. Louis, by diverting it over an outer belt 
between Edwardsville and Belleville ; the C. 
B. & Q. might also benefit itself and the en- 
tire situation by diverting its through freight 
over an outer belt line between O'Fallon and 
East Alton. Railroads north of the B. & O. 
might detour M. K. & T. and C. B. & Q. 
(west) interchange via the Illinois Terminal 
and Alton Bridge. The Missouri Pacific and 
St. L.-S. F. might find some advantage in 
detouring a portion of their freight south of St. 
Louis, crossing the Mississippi River at Ivory. 

The grouping of railroads in yards, proposed 
in this report, may not be the last word on this 
feature. The St. L.-S. W. and M. & O. might 
use Yard No. 4 or Yard No. 5. Railroads on 
one side of the river might operate road trains 
in and out of yards on the other side. For ex- 
ample, any east side road doing sufficient 
daily interchange with the roads using Yard 
No. 6 in North St. Louis, might save consid- 
erable extra handling and delay by operating 
certain trains in and out of that yard and 
similarly in other cases in much the same way 
that the C. & E. I., an east side road, operates 
in and out of the St. L.-S. F. Yard in St. Louis. 

The Committee recommends that the rail- 
roads appoint an "Outer Group Yard and 
Transfer" Committee, consisting of repre- 
sentatives of all the railroads, to work out the 
details, to the end that the present system 
may be superseded by the new and improved 
system as soon as possible. 



TEAM TRACKS 



The car capacity of team tracks and average 
daily number of carloads handled to and from 
team tracks in October, 1920, was as follows: 

Car Daily No. 
Capacity of Cars 

St. Louis and West Side 3,599 776 

East St. Louis and East Side 1,369 137 

Railroad officials usually consider team track 
facilities adequate when their capacity in any 
location is two to three times the daily number 
of cars handled to and from team tracks in that 
location. Some railroads consider two times 
sufficient because the free time is forty-eight 
hours and the number of cars occupying team 
tracks longer than that average with those 
unloaded in one day or less. 



On the above basis the number of cars that 
can be handled on team tracks on both sides 
cf the river would appear to be as follows: 

Two Three 

Car Days Days 

Capacity Per Car Per Car 

St. Louis and West Side. . . . 3,599 1,800 1,200 

East St. Louis and East Side 1,369 685 456 

On the same basis the car capacity that 
would be required to handle the business in 
October, 1920, would appear to be as follows : 

Two Three 

Daily No. Days Days 

of Cars Per Car Per Car 

St. Louis and West Side. ... 776 1,552 2,328 

East St. Louis and East Side 137 274 411 

At first glance it would appear that the pres- 
ent team track capacity is excessive and 



TABLE XVIII— TEAM TRACK 
West Side. 



FACILITIES AND AVERAGE NUMBER OF CARS HANDLED 



Road 

C. B. & O... 
C. R. I. &P. 

I. T. S 

L. & N 



Car 
Capacity 

388 
102 

40 
30 



MFRS 365 

M. K. & T 



42 

Mo. Pac 595 

Pennsylvania 50 

St. L.-S. F 154 

St. L.-S. W 54 

T. R. R. A 1,558 

Wabash— W 221 



DAILY, OCTOBER, 1920. 



Daily No. 

of Cars to 

Team Tracks 

70 
2 

12 
180 

12 
102 

20 

27 

2 

300 

49 



Total 3,599 



776 



Road 

A. & S 

B. & O 

C. & A 

C. B. & Q.— E. 
C. C. C. & St. L. 

C. P. & St. L 

E. St. L. & Sub. 

I- C 

I.T. S - 

L. & N 

M. & O 



East Side. 
Car 
Capacity 
25 



148 

43 

62 

126 

51 

41 

140 

69 

96 

44 

Pennsylvania 143 



St. L. T. & E 

Southern 

T. R. R. A 

T. St. L. & W. 



14 

98 

104 

50 



Wabash— E 115 



Daily No. 

of Cars to 

Team Tracks 

2 

5 

10 
14 

15 

9 
13 
10 

30 
18 

5 
6 



Total 1,369 



137 



Car capacity given above relates to 40-ft. cars. 

Report of Municipal Bridge and Terminal Commission July 6, 1906, reported team track 
capacity based on 36-ft. cars as follows : 
All Railroads in East St. Louis, except Terminal Railroad Association, 1,517 car lengths. 
Terminal Railroad Association in St. Louis, 1,600 car lengths. 

141 




O PRESENT TEAM TRACKS IN ST.LOUIS, 
EAST ST. L0UI5 RAILROAD TERMINALS 



RAILROAD MAP 

ST. LOUIS, MO- EAST ST. LOUIS, ILL. 

AND 

ADJACENT TERRITORY 

'1921 
SCALE 

PREPARED TOD. ENGINEERS COMMITTEE INVESTIGATING 
STL0UIS-EA5T ST LOUIS RAILROAD TEDMINALS 
C E. SMITH & CO. CONSULTING ENGINEERS 



Fig. 72 — Team Track Locations. 



142 



TEAM TRACKS 



143 



the team tracks are sufficient to handle more 
than the present business. These are average 
figures, however, and they throw no light on 
the adequacy of team tracks in detail. 

To secure the performance indicated by the 
average figures would require the team track- 
business to be distributed evenly over all team 
tracks, and equally on every day of the year. 
Manifestly this is impossible. 

In report dated July 6, 1906, the Municipal 
Bridge and Terminals Commission reported 
that the total team track room of the Terminal 
Railroad Association in St. Louis, which was 
stated as 1,600 cars, was then practically the 
same as ten years before, and should be doubled 
to handle the business of the immediate future 
satisfactorily. The team track room of the 
Terminal Railroad Association in St. Louis in 
1920 was 1,394 cars, a decrease instead of an 
increase due primarily to the withdrawal of 
tracks near the Union Station from team track 
service and using them for passenger train 
cars. 



NO. OF CARS 

o I 1 I § I 1 i ! 


B.8.O. is 3 




C.& A. 4 




CB.&Q "*■-]■■'■ p |-^i 




CAE.1.-R.I. = S , 




C.C.C&STLbsi 




CRJrST-Lfe! 




I«C. '"zna 




L. &N Isfei 




MfRS «||H|^^g 




M.K.aT. bi 




MO PA<" "Iit. — , i ■■, 




M &0 fei 




P.C.C.8.5T.Li S2za 




STL. S.F. izza 




5T.L.S.W. zi 




sou iL 




T.R.R.A. W55*!!!s332£Z32"23: 


■\ ■ "S ■"-■■ ■ V" ' ' ■ <"' " ■ ' 'T' 


TSTL&W.i 




WA& . p^T-r rr-TT 








IHBBLAH!) OH KRdlGHT Y/MWWA CAK CAPACITY Ot-" TEAM TKACKS 

CAR CAPACITY OF TEAM TRACKS and 

AVERASE NUMBER OF CARLOADS TO AND FROM 

TEAM TRACKS EACH DAY 

OCTOBER 1920 



Fig. 73 — Capacity and Use of Team Tracks. 



TABLE XIX— TEAM TRACK LOCATIONS IN ST. LOUIS-EAST ST. LOUIS 

RAILROAD TERMINALS, 1921. 

No. Total Car Width of 

Location of Tracks Capacity Driveway 
Alton and Southern Railroad: 

East St. Louis — Bentley and Bond Avenue 1 5 

East St. Louis — Bentley and Broadway 1 7 

East St. Louis — Forty-second and State Streets 2 9 

Bunkum Road 1 4 

Total car capacity 25 

Baltimore & Ohio Railroad: 

East St. Louis— Freight Station 6 94 18 

54 18 

Total car capacity 148 

Chicago & Alton Railroad: 

East St. Louis— Freight Station 4 30 25 

1 13 40 

Total car capacity — 

43 

Chicago, Burlington & Quincy Railroad: 

East St. Louis— Freight Station 4 62 25 

St. Louis— Second and Franklin 8 97 20 

St. Louis— Mullanphy to Tyler 21 291 20 

Total car capacity 450 

Cleveland, Cincinnati, Chicago & St. Louis Railway: 

East St. Louis— Freight Station 6 118 30 

East St. Louis— Relay Depot 1 8 35 

Total car capacity 126 



Kind of 
Driveway 

Unpaved 
Unpaved 
Unpaved 
Unpaved 



Paved 
Unpaved 



Paved 
Paved 



Paved 
Paved 
Paved 



Paved 
Unpaved 



144 



TEAM TRACKS 



No. 

Location of Tracks 

Chicago, Peoria & St. Louis Railroad: 

East St. Louis — Freight Station 3 

Chicago, Rock Island & Pacific Railway: 

Brooklyn Street and Broadway 8 

Used also by St. L.-S. F. and C. & E. I. 

East St. Louis & Suburban Railroad: 

East St. Louis — Twenty-first and State 3 

East St. Louis — Twenty-fourth Street 1 

East St. Louis — Twenty-ninth Street 1 

East St. Louis — Seventy-fifth Street 1 

Total car capacity 

Illinois Central Railway: 

East St. Louis — Freight Station 7 

Illinois Traction System: 

St. Louis — Freight Station 1 

St. Louis — Ninth and Salisbury 4 

St. Louis — Second and Salisbury 2 

Venice — Broadway and Main 1 

Madison — Broadway and Market 3 

Granite City — Seventeenth and Madison 1 

Granite City — Twentieth and A Streets 1 

Total car capacity 

Louisville & Nashville Railroad: 

East St. Louis — Freight Station 3 

East St. Louis— John Street 1 

East St. Louis — Missouri Avenue 1 

East St. Louis — Third Street 1 

St. Louis — Freight Station 2 

Total car capacity 

Manufacturers' Railway: 

St. Louis — Second and LaSalle Streets 1 

St. Louis — Second and Convent Streets 1 

St. Louis — Merchant Street 1 

St. Louis — Second and Rutger Streets 3 

St. Louis — Broadway and Miller Street 5 

St. Louis — Second and Barry Streets 1 

St. Louis — Second and Trudeau Streets 2 

St. Louis — Second and Utah Streets 1 

St. Louis — Second and Zepp Streets 1 

St. Louis — Ninth and Dorcas Streets 9 

St. Louis — Eleventh and Lynch Streets 2 

St. Louis — Second and Barton Streets 2 

St. Louis — Second and Louisa Streets ] 

St. Louis — Second and Dorcas Streets 4 

St. Louis — Broadway and Pestalozzi Street 7 

St. Louis — Second and Arsenal Streets 9 

Total car capacity 

Missouri, Kansas & Texas Railway: 

St. Louis— Freight Station 2 

1 

Total car capacity 

Missouri Pacific Railway: 

St. Louis — Seventh Street Freight Station 6 

St. Louis — Gratiot — Fourteenth to Fifteenth Street.. 4 

St. Louis — Gratiot — Twenty-third Street 4 

St. Louis — Gratiot — Spring Avenue 2 

St. Louis — Manchester and Macklind Avenues 1 

Maplewood — Sutton and Water Avenues 2 

St. Louis— Biddle Street Freight Station 6 



Total Car 


Width of 


Kind of 


Capacity 


Driveway 


Driveway 


51 


35 


Unpaved 


102 


25 


Paved 


20 
3 
9 
9 


20 


Unpaved 
Unpaved 
Unpaved 
Unpaved 



41 



140 



109 



126 



365 



28 
14 

42 



25 



20 
43 



Paved 



4 


. . . 


Paved 


6 


5 


Unpaved 


30 


15 


Unpaved 


2 


. . . 


Unpaved 


7 


15 


Unpaved 


10 


15 


Unpaved 


50 


15 


Unpaved 



65 


27 


Paved 


3 




Unpaved 


13 


40 


Unpaved 


15 


60 


Unpaved 


30 


22 


Paved 



5 


12 


Unpaved 


7 


12 


Unpaved 


6 


30 


Unpaved 


21 


12 


Unpaved 


48 


45 


Paved 


3 


12 


Unpaved 


9 


12 


Unpaved 


7 


12 


Unpaved 


4 


28 


Unpaved 


44 


20 


Paved 


8 


15 


Paved 


9 


20 


Unpaved 


3 


12 


Unpaved 


37 


25 


Paved 


45 


20 


Paved 


109 


15 


Paved 



Paved 
Paved 



75 


30 


Paved 


30 


20 


Paved 


30 


30 


Paved 


20 


24 


Unpaved 


100 


18 


Paved 


18 


25 


Unpaved 


38 


20 


Paved 



TEAM TRACKS 



145 



No. 
Location of Tracks 

St. Louis — Gratiot Street Freight Station 14 

St. Louis — Kosciusko and Miller Streets 6 

St. Louis — Kosciusko and Victor Streets 5 

St. Louis — Broadway and Robert Street 3 

St. Louis — Broadway Station — Tesson Street 1 

Total car capacity 

Mobile & Ohio Railroad: 

East St. Louis — Freight Station 2 

Pennsylvania Railroad: 

East St. Louis — Freight Station 10 

St. Louis — Freight Station 3 

Total car capacity 

St. Louis-San Francisco Railway: 

St. Louis — Seventh Street Freight Station 5 

St. Louis — Gratiot Street 1 

St. Louis — Knox Avenue 1 

St. Louis — Kingshighway 1 

St. Louis — Macklind Avenue 1 

St. Louis — Tower Grove 2 

St. Louis — Spring Avenue 2 

St. Louis — Broadway Freight Station 3 

Total car capacity 

St. Louis Southwestern Railway: 

St. Louis — Freight Station 7 

St. Louis Troy & Eastern Railroad: 

East St. Louis — St. Clair Avenue 1 

Southern Railway: 

East St. Louis — Broadway Freight Station 1 

East St. Louis — Sixth Street Freight Station 3 

East St. Louis — Piggott Avenue 1 

East St. Louis — Fifteenth Street 1 

East St. Louis — Illinois Avenue 1 

East St. Louis — St. Clair Avenue 1 

East St. Louis — State Street 1 

Brooklyn — Second Street 1 

Total car capacity 

Terminal Railroad Association: 

St. Louis — Bremen Avenue 4 

St. Louis — Branch Street 8 

St. Louis— North Market Street 11 

St. Louis — Tyler and Brooklyn Streets 18 

St. Louis — Florida Street 6 

St. Louis — O'Fallon Street 5 

St. Louis— Biddle Street 10 

St. Louis — Carr Street 7 

St. Louis — Chouteau Avenue (Wiggins) 4 

St. Louis— Miller Street (Wiggins) 1 

St. Louis — Lesperance Street (Wiggins) 2 

St. Louis— Barton Street (Wiggins) 4 

St. Louis — Victor Street (Wiggins) 1 

St. Louis — Dorcas Street (Wiggins) 4 

St. Louis— Eighth and Gratiot Streets 14 

St. Louis — Tenth Street 2 

St. Louis — Sixteenth Street 16 

St. Louis — Twenty-second Street 5 

St. Louis— Ladue Road (Belt) 1 

St. Louis — Spring Avenue (Belt) 2 

St. Louis — Easton Avenue (Belt) 5 

St. Louis — Union Avenue (Belt) 3 

St. Louis — Florissant Avenue ( Belt ) 4 

St. Louis — Antelope Street (Belt) 3 



Total Car 


Width of 


Kind of 


Capacity 


Driveway 


Driveway 


130 


35 


Paved 


92 


30 


Unpaved 


38 


30 


Unpaved 


18 




Unpaved 


6 


25 


Unpaved 



595 



44 



143 
50 

193 



154 



54 



14 



98 



30 



30 
35 



30 



Unpaved 



Paved 
Paved 



40 


27 


Paved 


15 




Unpaved 


17 


25 


Unpaved 


3 


30 


Unpaved 


20 


30 


Unpaved 


15 


30 


Paved 


21 


25 


Paved 


23 


20 


Paved 



Paved 



Unpaved 



6 


30 


Paved 


42 


32 


Unpaved 


12 


15 


Unpaved 


4 


15 


Unpaved 


7 


15 


Unpaved 


13 


15 


Unpaved 


12 


15 


Unpaved 


2 


15 


Unpaved 



32 


25 


Unpaved 


98 


25 


Paved 


102 


20 


Paved 


328 


25 


Paved 


42 


25 


Paved 


40 


20 


Paved 


41 


25 


Paved 


39 


25 


Paved 


30 


15 


Unpaved 


25 


15 


Paved 


58 


15 


Unpaved 


47 


15 


Unpaved 


13 


15 


Unpaved 


36 


20 


Paved 


211 


25 


Paved 


36 


25 


Paved 


164 


25 


Paved 


22 


20 


Unpaved 


11 




Unpaved 


10 




Unpaved 


49 


25 


Unpaved 


56 


25 


Paved 


37 


25 


Unpaved 


12 


40 


Unpaved 



146 



TEAM TRACKS 



Location 

St. Louis — North Grand Avenue (Belt) . 

Granite City — Nineteenth Street 

Granite City — Niedringhaus Avenue.... 

Madison — Third to Seventh Streets 

East St. Louis— State Street (Belt) 

East St. Louis — Relay Depot 

Prairie Du Pont ( Wiggins) 



Total car capacity. 



Toledo, St. Louis i 
East St. Louis- 



: Western Railroad: 
-Freight Station 



Wabash Railway: 

St. Louis— North Market Street 

St. Louis — Franklin to Carr Street. 
East St. Louis — Freight Station 



No. 
of Tracks 


Total Car 
Capacity 


Width of 
Driveway 


Kind of 
Driveway 


3 


19 
15 
12 
10 
15 
49 
3 


20 

30 
25 

25 


Paved 

Unpaved 

Unpaved 

Paved 

Paved 

Unpaved 

Unpaved 






1,662 






2 


50 


20 


Paved 


5 
5 
4 


140 

81 

115 


30 
20 
28 


Paved 
Paved 
Paved 



Total car capacity. 



336 



SUMMARY. 

St. Louis 1,558 car lengths on Terminal Railroad Association 

St. Louis 2,041 car lengths on other railroads 

East St. Louis and East Side 104 car lengths on Terminal Railroad Association 

East St. Louis and East Side 1,265 car lengths on other railroads 



Grand total 4,968 



As a matter of fact team track facilities are 
excessive in some instances as the team tracks 
of the C. B. & 0. at Mound street, Team track 
facilities and service are inadequate in other 
instances (particularly the St. Louis team 
tracks of the Terminal Railroad Association), 
by reason of: 

1. Team track facilities of individual rail- 
roads not being available to the business of 
other railroads ; 

2. Team track facilities of individual rail- 
roads and of the Terminal Railroad Associa- 
tion not being distributed throughout the City 
in the same proportions as the business ; 

3. Sudden and temporary increase in the 
business of a shipper by reason of buying or 
selling at one time an unusually large num- 
ber of carloads, and slow unloading of cars ; 

4. Delay in the Terminal Railroad Associa- 
tion's handling of cars between individual rail- 
roads and team tracks ; 

5. Driveways too narrow, unpaved or poorly 
paved, and difficult of access. 

The first deficiency can be corrected by the 
construction of additional team tracks for the 
business of all railroads. The present team 
tracks of the Terminal Railroad Association, 
the Alton & Southern Railroad and the Manufac- 
turers' Railway are open to the business of all 
railroads, which is not the case with team tracks 
of other railroads. 

The situation can be adequately met, how- 



ever, by the Terminal Railroad Association 
building team tracks at points where needed on 
other lines or by acquiring present team tracks 
of other lines for that purpose where they are 
adequate for the business of the owning rail- 
road and the additional business of the Ter- 
minal Railroad Association. 

The Terminal Railroad Association's team 
tracks are heavily used, not only by the traffic 
of east side lines, many of which have no team 
tracks of their own in St. Louis, but also to a 
considerable extent, by the traffic of west side 
lines, which have their own team tracks in St. 
Louis. 

On the east side the Alton & Southern and 
the Terminal Railroad Association lines are 
well distributed and team tracks may be built 
on their lines as needed from time to time. The 
same is true along the Terminal Railroad As- 
sociation lines on the St. Louis river front 
from Arsenal street to the M. K. & T. Yard 
and around the Outer Belt to Page avenue, but 
the Terminal Railroad Association has no lines 
south of Arsenal street, nor west of Grand ave- 
nue. 

It appears that the first inadequacy can be 
improved by the Terminal Railroad Associa- 
tion building team tracks along the following 
lines : 



TEAM TRACKS 



147 



Number or Cars 
o 5 



<N4 



O 



« 



8 






3efetrhon. Commod 



B.&O. 



^^^ 



72hr Mox. 



Groin 



sash 



C.& A 



/Si 



48to72hrc 



Hat 



Hoy 

Vofoes 



CB.& Q. 



"ZZ/ZZZZZZZZZZZ17ZZ. 



'//;/ ///x 



24to48hrsp< 



C&E.I. 



CR.I.&RI 



24hrs. 



Hoi 



L . V/ .L XL J I. L _ ^72 



24to3fchr3 



Groin 
Hog 



CR&STLfflfe 



48hrs 



Hai^ 



I.C. 



None 



4&hrs 



Wo^ 



IT.S. — 



Grain 



L.&IN- \ 



Z4hrs 



Gram 



M.K.aXf^ 



V/////A 



Hay 



MO.PflC 



M 



ne 



7ZZZ2ZZZZ 



7ZZZZZZZZZZZZZZZZZZZZZZZZ.ZZZZZZZZZZZZZZZZZZZZZZZZZ2 



*4&hfft 



¥7777, 



Hoi} 
Groin 



Wheal- 



M.&O. 3K 



7Z77m 



Gfo8h 



rs 



» 



Gram 
Half 



pc.c.ecSTLffl's 



48lofe0hi 



STLrS.Rl ^ 2 



84 hi 



Ho H 



5T.LS.W. 



None 



None 



None 



SOU 



24 hr. 



Gram 



. Not Avail a5T< 



TR.R.G. 



Hog 



T.ST.L&W. 



48 h. 



Hoy 
"ro'in 



WABASH 



7ZZZZZZZZZ 71 



Grain 



r//ww?ii 7b Team Tracks For Inspection 

Movement Beijond, or switched ■forunloadr»o ) elsewhere 



Fig. 74 — Number of Cars to Team Tracks for Inspection and Unloading. 



Wabash Railroad between Grand avenue and 
Forest Park ; 

Missouri Pacific Railroad and St. L.-S. F. Rail- 
way between Grand avenue and Maplewood ; 

Misouri Pacific Railroad along Oak Hill 
Branch and South St. Louis river front. 



Those off-line "universal" team tracks could 
be switched by the Terminal Railroad Associa- 
tion under trackage right if the volume of 
business warranted, or by the road on which 
located for a switching charge. 

The second inadequacy (improper distribu- 



148 



TEAM TRACKS 



tion of team tracks) can be corrected by the 
railroads adding to their team track facilities 
where their shippers will be served best. To 
determine how to accomplish this, each rail- 
road should study its records of a year of 
the points of origin and destination and the 
kind of team track freight handled within the 
district as a whole. 

A study extending over a shorter period 
than a year will not reflect the seasonal varia- 
tions of shipments in various parts of the 
City which affect scattered team tracks, some 
of which are used by only a few shippers, 
more than they affect 1. c. 1. freig-ht stations 
which are used by many shippers. Coal traffic 
in winter and fruit and vegetable traffic in 
summer may be cited as instances of seasonal 
traffic. 

There are points in the City, however, where 
it is readily apparent that the team tracks 
of the Terminal Railroad Association are in- 
sufficient, especially along the Mill Creek Val- 
ley from Seventh street to Grand avenue, as 
at Sixteenth street and Clark avenue, at Comp- 
ton avenue contiguous to the automobile mar- 
ket, and also along" the river front, between 
Tyler street and Chouteau avenue. The Com- 
mittee's plan for the enlargement of facilities 
in the Mill Creek Valley provides for addi- 
tional team tracks between Twelfth and 
Eighteenth streets, and team tracks and auto- 
mobile unloading platforms on Market street 
between Compton avenue and Grand avenue. 

Additional team tracks should be built by 
the Terminal Railroad Association along the 
river front north of the Eads Bridge and 
south of the Municipal Bridge, where the City 
of St. Louis could lease sufficient of the river 
front for this purpose. 

Between those bridges there is not enough 
city property for team tracks, but the Ter- 
minal Railroad Association owns considerable 
property west of the elevated railroad on 
which team tracks might be built. 

Such team tracks need not interfere with 
the intensive development of that property, 
as it is entirely possible to construct build- 
ings there later on with team tracks in the 
lower floor. Whatever objection there might 



be to switching team tracks from the elevated 
tracks on account of the numerous passenger 
trains will be greatly reduced if east side pas- 
senger trains are transferred to the Municipal 
Bridge. A third track might be built as a 
switching lead. 

The third inadequacy (sudden increase in 
business and slow unloading of cars) is due 
to a shipper buying a large part or all of the 
year's supply of goods at one time on account 
of favorable prices, and the goods coming 
along faster than his facilities or the team 
tracks can handle them, and to the practice of 
coal dealers peddling coal from team tracks 
as orders are received necessitating cars being 
placed on hold tracks and in some cases re- 
fused and embargoed after the first are de- 
layed. 

This can only be corrected by the shipper 
himself, either by spreading his shipments or 
by arranging to handle the cars as fast as they 
are placed. While the railroads should pro- 
vide sufficient team tracks to handle the max- 
imum number of cars under ordinary condi- 
tions, they cannot be expected to provide suf- 
ficient team tracks in every location to meet 
all emergencies. 

Coal, which represents a large proportion 
of the tonnage handled on team tracks, is 
handled as wanted by hand shovels directly 
from cars to wagons, a slow and expensive 
process that delays cars and occupies team 
tracks unnecessarily long. This use of team 
tracks should be denied when there is other 
use for them. 

Coal dealers should be compelled to provide 
facilities for promptly unloading coal on its 
arrival. 

The fourth inadequacy (delay in handling 
cars) is directly due to the present system of 
interchange of the individual railroads and 
the Terminal Railroad Association, which re- 
sults in an average delay of four days in the 
normal handling of a car from its arrival in 
the district to its setting on a team track. 

In order to hold their cars and have them 
released promptly for further loading, in or- 
der to save the charge of the Terminal Rail- 
road Association for handling the cars across 



TEAM TRACKS 



149 



Total Cars 



8 



§ 



B.&O. — 



§ 



§ Commodity 



Vonous 



C&A 



gzzzzzzzzzzzz 



Grain , Hau 
Lu mber- 



C.B.&Q. 



>/////////777, 



V77/r 



C.&E.I 



CR-i.ctH. No desk noted ho 



d tracks 



C.C.C&5TI 



Gram 



Qrotn , 

Groin Products 



Autos, Lumber, 
Cool, Fruit .Vegetables 



C.P.&5T.LS 



Grain . 
Lumber 



I.C 




Grain 
Coaj 



Various 
Cool .Lumber. 



L.&N. 



Lumber, Hoij, 
5crop Iron ., Gram 



M-K&T. 



MO.PAC. 



777ZZZZZZZZZZ V///////////ZKI 



Hon » Qroin 



M8cO. 



Lumber 



P.C.CttSTLto— 



fill kinds 



5T.L.-5.F 



_ 



Various, Ties 
Lumber - 



ST.LS.W.iidb 



Lumb 



umber 



Lumber 
5crop Iron 



sou 



TRR.A. 



77ZZZZZZZZZZZ 



H 



QL) 



T.ST.LUN 5 



Tzzzm 



Lumber 5pelter 
Cool.tmptij Tanks 



WABASH 



vzzzzm 



I 



roin . Hau .Lumber 
IfolfcuMeol 



Nnrrwil „ 



xzzzzir. j Cars Occupy ma Track Doilu 
^" CapociVu 



NOTE'. YARO TRACKS ARE USED FOR "HOLD WHEN REQUIRED. 



Fig. 75 — Capacity and Use of Hold Tracks. 



the river and to save time for the consignee, to turn it over to the Terminal Railroad Asso- 

representatives of East Side railroads fre- ciation. 

quently call up St. Louis consignees, advise When the consignee is in a hurry for his 

of the arrival of a shipment, and offer either shipment he often decides to have the car 

to set it on a team track on the east side or set on the team track of the eastern road that 



150 



TEAM TRACKS 



brought it in and he hauls the goods across 
the river. 

This practice has aggrieved many shippers ; 
while they were given their choice they real- 
ize they have chosen the lesser of two evils, 
and they feel that the greater evil of delay 
for delivery in St. Louis should not exist; 
they want it corrected. 

This condition can be materially improved 
by the change in the methods of handling car- 
load business recommended in this report and 
by the proper location and capacity of team 
tracks. 

It should not be necessary to comment on 
the fifth inadequacy. Driveways should be 
made wide enough and well paved. They 
should be readily accessible to and from public 
streets. 

The Committee recommends that in addi- 



tion to locations suggested above for addi- 
tional team tracks, an intensive study be made 
of business handled over team tracks for a 
year of heavy business, such as November, 
1919, to October, 1920, inclusive, noting par- 
ticular!}/ the origin and destination of team 
track freight within the St. Louis-East St. 
Louis District, that the proper location and 
capacity of team tracks be determined from 
that study, and that thereafter the necessary 
team tracks be built as quickly as practicable 
in the proper locations. 

Needless to say, a prime consideration in 
the location of team tracks in future should 
be the keeping out of the congested districts 
business that can be handled outside. Team 
track business readily lends itself to proper 
distribution from the standpoint of the rail- 
road, the public and the shipper. 



L. C. L. FREIGHT 



It is frequently contended that the cost of 
handling- freight in the terminals of large cit- 
ies equals the cost of many miles of road haul 
of the same freight. It is consequently neces- 
sary to reduce to a minimum the time and the 
cost of the handling of freight, including less 
than carload merchandise, through the ter- 
minals. 

Less than carload freight is divided into two 
general classes as it affects the terminal situa- 
tion : 

(a) Local 1. c. 1. freight is that freight which 
originates in or is destined to the local terminal. 

(b) Connecting line 1. c. 1. freight is that 
which comes into a terminal over one road and 
departs over another for destination beyond 
the terminal. 

The methods of handling 1. c. 1. freight may 
be grouped in general as follows : 

(a) Individual freight stations on the tracks 
of the carrier which performs the road haul 
to and from which freight is delivered by drays 
or under special circumstances by trap cars. 
Only freight for, or that handled by, the rail- 
road operating a freight house, may be han- 
dled through it. 

(b) L T niversal on-track freight stations 
which may be so located that they have to be 
served largely by trap cars, or so located to be 
served direct by the individual road haul com- 
panies. Through these houses freight to or 
from any of the railroads entering a terminal 
may be delivered. 

(c) Universal off-track freight stations 
through which freight to or from any railroad 
entering the terminal may be delivered. 

(d) Various combinations of "a," "b" and "c." 
In the St. Louis-East St. Louis District less 

than carload freight is handled by twenty 
railroads in twenty-five 1. c. 1. railroad freight 
stations, some of which are located in St. 
Louis and others in East St. Louis. All the 
west side lines and four east side lines have 



freight stations only in St. Louis. Four east 
side lines have freight stations in both cities. 
Nine east side lines have no freight stations 
in St. Louis. They handle 1. c. 1. freight in 
stations at the ends of their lines on the East 
St. Louis river front and in off-track stations 
in St. Louis. This latter is true of the four 
east side lines having freight houses on both 
sides of the river. 

The east side lines that have freight stations 
in East St. Louis absorb a portion of the 
charges of transfer companies for draying St. 
Louis freight across the river, and for handling 
through the off-track freight stations of trans- 
fer companies, should the shipper elect to use 
them. Such stations are really the St. Louis 
freight stations of the east side lines. 

The Manufacturers Railway, the Alton & 
Southern, the East St. Louis Junction, the 
Wiggins Ferry Company, the St. Louis Mer- 
chants Bridg-e Terminal Railway, the Litch- 
field & Madison Railway, the St. Louis, Troy 
& Eastern Railroad, the St. Louis and O'Fal- 
lon Railway, and the St. Louis and Ohio River 
Railroad do not have any 1. c. 1. freight sta- 
tions. 

The individual on-track freight stations of 
the various companies are listed below: 

The Missouri Pacific has three 1. c. 1. freight 
stations in St. Louis, two on its own tracks 
and one which is reached over the tracks of 
the Merchants Bridge Terminal. 

The Wabash and the Chicago, Burlington 
& Ouincy have 1. c. 1. freight stations reached 
by their own tracks in St. Louis and in East 
St. Louis. 

The St. Louis-San Francisco Railway, -the 
Missouri, Kansas & Texas Railway, the Chi- 
cago & Eastern Illinois, the Chicago, Rock 
Island & Pacific and the St. Louis Southwest- 
ern Railway reach their local freight stations 
in St. Louis over the tracks of the Merchants 



151 




Fig. 76— Joint C. R. I. & P., C. & E. I. and St. L.-S. F. Freight Station, North St. Louis. 




-■^TKF 






- • - 



Fig. 77— C. B. & Q. Freight Station, North St. Louis. 



152 




Fig. 78 — Penn. Freight Station, East St. Louis. 




Fig. 79— C. & A. Freigh^tation, East St 




/ 



54 



L. C. L. FREIGHT 



155 



Bridge Terminal, and in the case of the Sev- 
enth Street Station of the St. Louis-San Fran- 
cisco, over the tracks of the Terminal Railroad 
Association. 

The Illinois Traction System has a 1. c. 1. 
freight station reached by its own tracks in St. 
Louis. 

The Pennsylvania and the Louisville & 
Nashville have 1. c. 1. freight houses in both 
East St. Louis and St. Louis, the east side 
houses are reached by their own tracks and 
the west side houses over the tracks of the 
Merchants Bridge Terminal. 



The Baltimore & Ohio, the Chicago & Alton, 
the Cleveland, Cincinnati, Chicago & St. 
Louis, the Chicago, Peoria & St. Louis, the 
East St. Louis & Suburban, the Illinois Cen- 
tral, the Mobile & Ohio, the Southern and the 
Toledo, St. Louis & Western have no freight 
stations in St. Louis, but have freight sta- 
tions in East St. Louis reached by their own 
tracks. 

The Terminal Railroad Association has a 
universal 1. c. 1. freight station in St. Louis, 
and the Cupples Company, which owns a 
group of industrial and commercial buildings, 



TABLE XX-STATEMENT SHOWING RAILROAD FREIGHT HOUSES IN ST. LOUIS 

AND EAST ST. LOUIS 

West Side Railroads Having Houses Only in East Side Ralroads 1 Having Houses Only in East 

St. Louis. vSt. Louis. 

Chicago, Rock Island & Pacific, o Baltimore & Ohio, — 

J, Missouri, Kansas & Texas, 4 Chicago & Alton, ° 

St. Louis-San Francisco. f # Chicago, Peoria & St. Louis, 

West Side Railroads Having Houses Only in Cleveland Cincinnati, Chicago & St. Louis.- 

East St Louis East St. Louis & Suburban, 

vr onp Illinois Central, — 

Mobile & Ohio, 

Railroads Having Lines on Both Sides of River Southern, 

and Freight Houses Only in St. Louis. Toledo, St. Louis & Western. — 

Missouri Pacific. •+■ _ _. , „ ., . TT . TT <-.,.« 

East Side Railroads Having Houses Only in St. 

Railroads With Lines and Freight Houses on Louis. 

Both Sides of River. Chicago & Eastern Illinois,*- - 

Chicago, Burlington & Quincy, o * St. Louis-Southwestern, 

Wabash, o Illinois Traction System. 

Terminal Companies Having Freight Houses in East Side Railroads Having Houses on Both 

St. Louis. Sides of River. 

Cupples Company, Pennsylvania, -- 

Terminal Railroad Association of St. Louis. ' Louisville & Nashville-. 

i 

TABLE XXI— STATEMENT SHOWING TONS OF LOCAL AND CONNECTING LINE L. C. L. FREIGHT HANDLED 

BY EACH ROAD DURING WEEK OF OCTOBER 18TH TO 23RD, 1920. 

Local Freight Connecting Line Freight 

Inbound Outbound Inbound Outbound Total Freight 

Per Cent Per Cent Per Cent Per Cent Per Cent 

Roads Tons of Total Tons of Total Tons of Total Tons of Total Tons of Total 

£■ f 326 4.3 670 3.2 661 9.5 153 2.2 1,810 4.3 

^- « A 511 6.8 S20 2.5 282 4.0 141 2.0 1,454 3.5 

£-. B- & Q 566 7.5 2,084 10.1 356 5.1 468 6.7 3,475 8.2 

C-^E.1 267 3.5 295 1.4 124 1.8 103 1.5 789 1.9 

C., C, C. & St. L 971 12.9 800 3.9 944 13.6 130 1.9 2,S45 6.8 

C. P. & St. L 113 1.5 80 0.4 69 1.0 63 0.9 326 0.8 

C., R. I. & P 126 1.7 545 2.6 61 0.9 266 3.8 998 2.4 

E. St. L. & Sub 60 0.8 281 1 4 .... .. 341 0.8 

I- C 443 5.9 1,957 9.5 277 4.0 224 3.2 2,901 6.9 

I- T. S 148 2.0 675 3.3 8 0.1 1 832 2.0 

L. & N 202 2.7 946 4.6 293 4.2 125 1.8 1,566 3.7 

M., K. & T 70 0.9 869 4.2 161 2.3 927 13.3 2,027 4.8 

Mo. Pac 347 4.6 3,108 15.1 592 8.5 2,028 29.1 6,075 14.4 • 

M. & 169 2.2 842 4.1 131 1.9 118 1.7 1,260 2.9 

Penn 366 4.9 877 4.3 981 14.2 170 2.4 2,394 5.8 

St. L. & S. F 226 3.0 2,220 10.7 204 2.9 806 11.5 3,456 8.2 

St. L. S. W 60 0.8 795 3.9 58 0.8 456 6.6 1,369 3.2 

Southern 315 4.2 560 2.7 447 6.4 115 1.7 1,437 3.4 

T., St. L & W 254 3.4 171 0.8 302 4.3 26 0.4 753 1.8 

Wabash 1,995 26.4 . 2,339 11.3 1,016 14.5 647 9.3 5,997 14.2 

Total 7,535 100.0 20,634 100.0 6,967 100.0 6,967 100.0 42,103 100.0 



OP 

6,TSF 



156 



L. C. L. FREIGHT 



has provided railroad tracks, platforms, ele- 
vators and other facilities for handling 1. c. 1. 
freight for its tenants and any others who 
choose to avail themselves of the facilities. 
This is recognized by the railroads as a uni- 
versal freight station. 

Off'track universal freight stations are pro- 
vided as follows : 

One in East St. Louis by MacMahon 
Transfer' Company, 

One in East St. Louis by Columbia Ter- 
minals Company, 

Eight in St. Louis by Columbia Terminals 
Company, 

Two in St. Louis by Fidelity Transfer 
Company, 

One in St. Louis by Central Transfer 
Company. 

Study of Origin and Destination of L. C. L. 
Freight 

The Committee made a study of all 1. c. 1. 
freight handled into, out of, and through the 
St. Louis-East St. Louis terminals during the 
week of October 18-23, 1920. This was done 
by copying from the dray tickets the name of 
every shipper, the weight of the shipment, and 
how the shipment was handled between the 
shipper and the freight house. More than 
200,000 shipments were copied from the rec- 
ords in the railroad freight houses by clerks 
working under the direction of the Committee. 

The terminal district was then divided into 
about 120 zones and the in and outbound 
freight of each railroad was allocated to the 
zone in which the shipper was located. The 
information is shown on a key map showing 
/,7 the outlines of the zones, a map showing the 
and a table showing the number of tons of 
freight passing through each freight house, 
both inbound and outbound, which accompany 
this report. 

Another map and table were made showing 

the same information for the entire district 

divided into thirty-five larger zones, and still 

another map and table for only eight zones. 

^total number of tons in and out of each zone 

This study showed the 1. c. 1. freight busi- 
ness during the week of October 18-23, 1920, 
distributed over the district about as follows : 

Whole East Side, 1,757 tons — 6.3 per cent. 



St. Louis 

River to Eighteenth street, Tyler street to 
Chouteau avenue, 14,659 tons — 52.5 per cent. 

Eighteenth street to Jefferson avenue, Salis- 
bury street to Russell avenue, 4,736 tons — 17 
per cent. 

Jefferson avenue to Grand avenue, Taylor 
avenue to Chippewa street, 2,720 tons — 9.8 per 
cent. 

Northwest Industrial District, 894 tons— 3.2 
per cent. 

Central West Industrial District, 2,080 tons 
■ — 7.5 per cent. 

Remainder of North St. Louis, 461 tons — 
1.7 per cent. 

Remainder of South St. Louis, 564 tons — 
2.0 per cent. 

The most intensive areas were indicated as 
follows : 

1. Washington avenue, including Lucas and 
St. Charles, Third to Eighteenth street. 

2. Cupples Station group, Seventh to 
Twelfth streets, Spruce to Poplar streets. 

3. Fourth street to Eighth street, north to 
Cass and south to Walnut street. 

4. Third street to river from Washington 
avenue to Chouteau avenue. 

5. Ninth street to Twelfth street, Locust 
street to Spruce street. 

During that week the amount of 1. c. 1. 
freight handled at the railroad freight houses 
was as follows : 

Tons. 

St. Louis freight houses — inbound 4,089 

St. Louis freight houses — outbound 12,932 

East St. Louis freight houses — inbound 3,446 
East St. Louis freight houses — outbound 7,702 

Total local 1. c. 1. freight , 28,169 

Connecting line 1. c. 1. freight — in 6,967 

Connecting line 1. c. 1. freight — out 6.967 

Total 1. c. 1. freight through all rail- 
road freight houses' one week 42,105 

Average about 7,000 tons per day. 
For comparative purposes it is interesting 
to note the volume of 1. c. 1. handled at Chi- 
cago, which is about as follows : 

Tons Per Day. 

Inbound 13,000 

Outbound 19,000 

32,000 
The study indicates that by far the major 
portion of 1. c. 1. freight originates in or is des- 
tined to the so-called downtown or central 



,.,„ p YXII— AMOUNT \M> DISTRIBUTION BY ZONES OF LOCAL L. C. L. FREIGHT 
1AB1.J1 a HANDLED AT EAC H FREIGHT HOUSE— WEEK OF OCT. 1S-23, 1920. 



AMOUNT AND DISTRIBUTION OF LOCAL L.C.L FREIGHT 
FOR ONE WEEK- 0CT.Io«W?0- IN TONS 

NOTE ' IN " FREIGHT BROUGHT IN BT R»U-ROP>D£. 
OUT-FREIGHT TPKEN OUT BT RfllLROHOS 
J 0U5E5 FOB LOC aTION of ■"• 



EAST ST. L.O' "=■ i-'RBGHT H0U5E.S 




PREPP.REB FOR ENGINEERS COMMITTEE. INVESTIGATING 
ST.L.OUI5-ER5T 5T.L0UI5 RfilLROflD TERMINALS 



TABLE XXIII -AMOUNT AND DISTRIBUTION OF LOCAL L. C. L. FREIGHT FOR ONE WEEK, OCTOBER 1823. 192Q, IX TONS 

Note: In — Freight brought in by railroads. 
Out — Freight taken out by railroads. 
ST. LOUIS FREIGHT HOUSES For location of zones, see Key-Map. 



EAST ST. LOUIS FREIGHT HOUSES 



I C.&E.I. 



C.B.& C.K.I. &H 

r I. W 



I In |Out| In IQutl In [Oul| In | Qui 



I, l| 1 » 



, .,!'-,. ii, , " i i.: ..i.i 



521 397 



L.&N. M.K.&T. Mo 



Mo. Pac. 



In |Out| In |Out| In | Out| In | Out 



136| 210| 36| «21| UK| 717| 19411127 



Penn. 



In |Out| In |Out| In |()ut| In I Out 



|1063| 198| 14,.| 214I1264| | SS7 



In IQutl In |Out| In I Out| In I Out 
7081 
2294 
1110 
473 
1117 
156 
226 



48| 763|1S38|1962I | 77|386l 1 12.45: 



B.&O. C.&A. 



C.B.& 
Q.-E. 



In |Out| In IQutl In I Out| In I Out 



303| 609| 426| 464| J | 1| 914| 698 



L.&N. M.&O. 



W»b»sh 

(East) 



In | tluil In IQutl In | Out| In | Qui 



7| 68| 333|1779| 36| 657| 124| 750 



hi |Qm| In IQutl In IQutl In | Out 



I34| 656| 339| 492| 223| I48| 2| 246 



III IQutl In IQutl In | On 



>,,!,, 


.;•,.. 


in..,'.; 


1246 


ii" 


. |0 


IMS 




1".. 


'.s 


IS.1 


741 


541 


422 


1653 


I I 1 


I'll 


2711 


IS? 


181 


383 



in] I '"I l'IU'i|i„-..,-|(,Sl.ll||u. 'S4 



..| 3| 10| 42| 6| 39| 19| 98 



101 17| 11| 28| | 8| 87| 360 



20| S| 75| 17f'| 2'i| 



23| 6,s| 12| 61| 22| -'->! 44| 65 



8| 51| 435| «75| 522| 1235 



.. .. .... I I ..... 



':■,'! .'S',| ', ',.i 1 "■"■ 1 I 'l| ' ', 1441 ....." 



I li, I 2I3| 66| K',31 l-'4| 756| 21311221 



,.|I076| 1981 146| 226|1308| I 897 



S8| 7sll|lij49|1990| | 85|3948|12.S17 



31»| 664| 500| 523| 15| 63| 974| 803 



7o| 428|1949| 65| 7I2| 164| S44 



157| 724| 351| 553| 44S| I70| 46| 311 



|.4| 'Nil 11.141 .,.' '|: IS '| '0.4S" 



AMOUNT AND DISTRIBUTION OF LOCAL L. C. L. FREIGHT FOR ONE WEEK. OCTOBER 18-23, 1920, IN TONS, 
Note: In — Freight brought in by railroads. 
Out— Freight taken out by railroads. 
ST. LOUIS FREIGHT HOUSES For location of zones, see Key-Map. 



EAST ST. LOUIS FREIGHT HOUSES 



Prt. H«c». 
Zones 


('..MCI. 


1 C.B.& 
| Q-W. 


|C.S.I.StF 


IIS. 


L.&N. 


1 M.K.&T 


|Mo. Pac. 
| 7th St. 


Mo. Pac. 
Gratiot 


Mo. Pac. 
Biddle 


Penn. |St.L.S.F.|St.L.S.F. 
| 7th St. | Bdwy. 


S.S.W. | Wabash 1 N. Mkt. 1 Total 

1 (West) |St. Dock| W. Side j 


B.&O. 


C.&A. I C.B.& I C.C.C.& 
| Q.-E. | St.L. 


C.P.& 

St.L. 


i.e. 


L.&N. 


M.&O. 


Penn. 


Sou. 


T.St.L. 
&W. 


Wabash 

.I.i'" 


i: St. i. 

& Sub. 


Tot»l 

1' Side 


Total 


»•.,.. S..I, 


In |Out 


In lOull In 


ll„l 


In 


I Hill 


In |Out 


In 


, lul 


In |Out 


In 1 Out 


In |Out 


In IQutl In |Out| In I Out 


In |Out| In |Ont| In |Out| In I Out 


In |Out 


In 


Out! In |Out| In I Out 


In 


Out 


In |Out 


In |Out 


In 


Qui 


In |Out| It 


i lul 


In 


flu. 


In | ()„l 


1.. 1 


In |Out 


1.. | Hill 






s 


6 


li 




. 


- 

i, 
i 
i 
. 

2 
1 
25 
II 
12 

4 
20 


1 






■■ 


4 





5 









13 


4 







1 




1 






2" 


2 






31 
2 
20 
27S 
47', 
II. 
,,7 
272 
71 
1081 
297 
147 
69 
75 
98 
126 
18 
73 
5 

15 
50 
223 
21 
7 


46 




3 










8 


b 


1 




1 


4 




12 




2 




4 


2 




.1 


1 

9 
18 

s 

5 
14 

2 
13 

9 










15 


30 
3 
118 
186 
1063 
.'i.l 
1.12 
435 
1 19 
•l.'\ 
1,98 
22S 
280 
145 
195 
137 
13 
19 
7 
46 
14 
52 
500 
13 
14 


45 

46 
441 

773 

2112 

132 

422 

1. 

1 922 

S89 

249 

148 

130 

l,„. 

."1 

'i 

'i.i 

7 

34 

21 

68 

396 

28 

8 


76 

3 




t 

7 
1. 


52 
i 

8 
5 
7 

12 
3 


s 

21 
I, 
11 
li 
1 1 
3 
30 
25 
.1 
, 
3 
5 
1 

2 
4 

, 

4 
39 
1 


3 
1' 
73 
29 
4 
'. 
9 
111 
51 
Jl 

7 

17 
23 

.'.. 
1 

1 
8 

"■ 
3 
4 


..■: 
ISI 
i.i 

.. 

27 

IN 
49 

■11 

::■' 

■ i 

74 
30 
.M 
14 
3 
6 
7 
5 

16 

17 7 
6 
3 


7 

It 

10 

. 

15 
' 
4 
.1 
1 
3 

11 


• 
: 

104 
9 

li 

.1* 
4 
1 If, 
41 
is 
18 
3 
7 
2 


1-' 
.',. 

lul 
14 
1 . 
•, ■ 
9 
82 

1 12 
12 
16 

; 

34 
11 


1 
22 

1 
3 

I, 
7 
4 
IS 
5 
.1 
2 
1 
2 


5 

25 
" 
i, 

.'4 
1- 
1 
17 
11 
8 
1 
7 
1 

1 


5 
7 

1 
6 

>, 
6 

.1 

3 
3 
1 
1 


8 

7. 

1 18 

25 

1- 

... 

11 

i |{ 

.11 

23 

29 

12 

27 

4 

1 

5 


f 
16 

i 

1 
II 

1 
18 

8 

10 
4 
8 

II 

2 


3 
7 
88 

..■ 

I.l 
8 
77 

In. 
23 
37 
4 
21 
12 
1 
S 


33 

16 

4 

1 
IK 

21 
16 
10 
s 
5 
5 
1 
2 


1 

31 

124 
70 




7 

In. 

28S 

5 

61 

1 1! 

26 

257 

55 

3 

1 

20 
7 


4 

7 
24 

5 

■ 
15 
II 
S2 

14 

4 

3 
5 
8 
2 


s 

9 

. 
24 
17 

5 

4 
7 
10 

7 


25 

is 

21 

1 

4.1 

13 

7 
2 
3 

10 
8 
1 

5 


4 
7 

I. ■ 

1.8 
" 

13 
lis 
I. ,ii 
160 

65 
3 

21 

10 




18 

122 

210 

4 

37 
107 

12 

56 
1 


1 
7 

.1 
11 
1 


15 
■11 

107 
19 
21 
49 
12 

148 
87 
24 
13 
7 
10 
27 


7 
87 

206 
42 
32 

lf.7 
35 

684 

I2S 
76 
15 
38 
30 
35 
6 
12 
1 

18 
65 
7 


39 

.?;5 
294 
66 
52 
154 
33 
270 
154 
43 
49 

36 
II 
11 
7 
1 
1 
3 

123 

3 
19 




7 
17 

. 

1 
11 

3 
7 
3 


152 

941 

2030 

455 

290 

865 

220 

1876 

1264 

485 

339 

1S6 

254 

112 

26 

39 

8 

42 

11 

74 

1024 

32 

35 


17 
35 
16 
13 
14 
9 
81 
49 
8 
6 

9 
6 
1 
1 

3 
19 


21 
36 
106 

IS 

43 
12 
68 
52 
9 
29 
11 
15 
12 
2 
2 
1 
9 
1 
8 
46 


14 
29 
42 
18 
9 
29 
5 
102 
20 
12 
13 
8 
13 
7 
3 
7 

4 


3 
38 
66 
17 

Is 

"s 
61 
34 
14 
16 

3 
11 

8 






S 
30 
80 
17 
14 
36 
7S 
333 
75 
3 5 
13 
25 
22 
14 


17 
52 
111 
21 
12 
32 
20 
92 
57 
8 
1 i 
27 
9 
9 
2 


1 
6 
13 

4 
3 
17 
9 
7 

6 
2 
3 


1 
1 

10 
5 
4 
3 
1 
9 
3 

1 
1 


1 

16 
48 
S 
3 
25 
5 
67 
49 
17 
15 
3 
8 
11 
1 
2 

5 


9 
123 
291 
46 
27 
154 
25 
244 
217 
92 
95 
33 
97 
25 
1 
1 

8 
1 
6 
129 
1 


9 
11 

2 
1 

1 
8 

2 


6 
57 
96 
43 

5 
16 

9 
94 
84 
25 
16 
23 
10 
28 

1 

1 

2 

5 
36 

1 


9 
3 
5 
8 

31 
31 

5 
2 

23 


23 
36 
108 
53 
20 
61 
11 
97 
72 
46 

29 
13 
7 
1 
1 

3 
1 
4 
49 
I 
1 


I 
IS 
5 
6 
7 

13 
25 
12 
6 
15 

4 
4 

1 


24 
59 
91 
19 
11 
21 
9 
SI 
56 
10 
20 
11 
11 
20 

i 

1 
10 

4 
9 
\; 


1 
26 
21 

1 

7 

25 
111 
23 

9 
10 

3 

44 

2 


8 

57 
102 
17 
9 
15 
13 
80 
47 
10 
33 
4 
5 
6 
1 


1 
25 
IS 

9 
7 
14 
9 
58 
16 
5 
1 
1 
7 
3 


1 


3 
12 
25 
12 
1 
3 
4 
40 
30 
7 
14 
2 
1 ' 
10 
3 
5 
1 
.. 
3 
1 

10 
3 


4 

4 

6 

ll 
7 
1 
I 

s 

1 


1 
6 

39 

3 
5 
48 

s 

46 

37 

7 

2 
10 
8 


26 

n,.i 
294 
8|, 
65 
150 
145 
841 
292 
102 
79 

i.S 

9S 

. 

20 

2 
34 

6 
18 
171 

7 

1 


270 








1427 








3093 


6 


1 


1 


719 




422 




82 
9 
117 
131 
94 
25 
6 
24 
7 








1300 








339 








2801 








1962 








710 








10 










18 
10 
3 
1 






5 
3 








15 






1 
3 


























20 


1 


1 
1 


2 


3 




I 


2 






2 






6 

1 
1 






3 






3 


1 
3 










19 


2 
















2 
4 
4 
7 
82 
6 
2 












20 






I 




1 




1 
1 
2 
56 
1 
1 


I 
2 
8 

1 


9 

2 
42 
9 
4 


3 
2 
34 


6 












8 








1 




4 
1 
1 
1 

1 








17 














1 

2 
13 










1 


4 
9 
6 
5 


3 
5 
8 
1 














4 
7 
26 
3 


8 
















1 
8 


28 
1 
1 


2 
17 


2 

44 


4 
1 


1 
19 


6 

4 


2 

139 

3 

1 




1 
24 


13 

206 

3 




2 
33 


3 

15 

1 


70 
3 
1 


5 
33 
2 


3 
27 

6 






1 

10 


1 
28 
1 


2 
6 
1 


3 
30 








8 


l 
6 




2.1 




39 


1 




IS 


If, 


1 


1S24 






25 






2 




3 








1 








4 












































































27 


4 
3 


1 

M 
5 


7 

a 

i 


4 
41 
16 

1 

i 

10 

4 

7 

1 

IS,. 






1 
1 

2 






















3 
8 
20 


1 
1 

1 


i 
i 








1 

4 
11 
2 




1 
3 


21 
17 

25 
7 


1 
4 3 
67 

4 






22 
35 
35 
15 


13 

281 

192 

8 

4 

62 

4 

66 

5 

1046 








i 

4 
7 






2 
24 
13 










26 
9 












2 
18 
35 


2 
4 


3 
16 
3 


6 
2 


1 

2 
1 






2 


i 
1 


4 

57 
26 
6 


9 
156 
112 


26 
92 
61 
21 








II 

8 


„ 
4 


1 
1 


I 
7 




26 

IS 

1 


1 


25 
2 


1 

1 


2.1 

s 




4 


47 








4 
3 


13 
11 


11 
3 






25 
41 




1 


8 
2 




22 
4 


1 


:: 


1 




6 
















30 




























.11 




















































































.13 








I 












4 




13 


1 


23 








l 




4 




1 




3 


1 

T 
49 


2 








1 


1 




10 






9 
2 
1 


5 
1 
5 




1 


I 


1 
1 

4 
3 

HIS 








2 




3 








5 




1 

3 
1 






9 
4 
3 


.". 

.. 
54 

3 

1'.', 


9 
6 
5 

2 




.1.1 




1 
























108 








4 
















.14 


i 
l 


1 




1 








• 




4 


J 




5 




3 




16 

1 

196 




4 




7 


9 
3 

1611 






10 




1 






2 






is 




S 




., 














.15 


































Clippies 


21 


14 


15 


58 










4 


57 


5 


112 


5 


l"i 










5 






1 


68 






6 


50 


.in 


73 






35 


27 


1 


" 


30 




56 


2 


47 


1 ' 


!6 


Is 


25 


I.l 


'i 




24 






148 


1541 


T..l:.l W, . .i.l. 


,;:,| ,M,, 


M ...■,.■. 


ii. 


522 


1 1 ■ 


I..14 


I I6| .■!« 


.„ 


821 


1 is 


; i7 


194 


11 27 


. 11063 


1981 1461 214112641 1 887 


48| 76311838119621 | 77|38fil 112.457 


31)31 609 


4 2,. 


464| 2| 1| 9I4| 698 


87 


.,s 


.15311779 


36| 657 


124 


750 


134 


656 


139 


492 


223 


1 IS 


•' 


•if, 


,„ 


, .., 


..„,„ 


,.:'„7 


f.Sf.ll 


I9.2S4 


KaM Sul. 


















Km St. bun 


1 3 


I 1 


I. 


4 


II 

4 




32 






HI 


39 

1 


6 


35 
1 


191 97 


5 






12 


44 




2 


10 


17 


11 


27 




8 


87 


326 

15 


13 


54 


57 
12 


52 
6 


13 


62 


58 


72 


8 
10 

1 


8 


50 
25 


170 


29 


48 
7 


40 


90 


21 



68 


10 

i 


55 


JJ 


20 
2 


40 
3 


38 


7 

1 


Ill 
11 


168 
58 
1 


777 
26 
6 


4SS 
18 
1 




Sim-k ynrdi 








5 








\i.,,i,,„„ 
















































6 






Venice 
















1 


-' 




























3 






















I 


27 








lltoi.klvn 













































































1 
7 


f,f, 


1 
7 




Granite City 


■ -I 


.1 3) 


-' 




3 




.1 ' 1 












6 








1 








16 




1 


5 


1 








33 


1 












4 


.:::.:....::::: 


i 








82 


I'.Hi.l East Si.h 


1 3 


13| 1 


4 


1- 


-' 


■I 


1 3 


10 


'-■ 


61 39 


191 98 


1 131 1 


12| 44| | 10 


I0| 171 11 


281 | 8| 87| 360 


151 55 


74 


59| 13| 62| 60| 105 


2(1 


B 


75 


1711 


29| 55 


4,1 


'.4 


23 


68 


12 


61 


.'.' 


'-• 


44| 65 


8| 51 


43S| 875| 5221 123S 


., ,,„l I'ni.il 


2K7| 'SO 


, '..II,,.- I 


1 '1 


M7 


1 II 


(68 


1361 213 


,.,. 


s..l 


124| 756 


.'11 12.". 


11076 


1981 1461 226113081 1 897 


*S| 7811.1849 


I990| | 8513948112,817 


318| 664 


Mill 


523| 15| 63| 9741 803 


HI7 


76 


428 1949 


65| 712 


164 


S14 


1S7| 724| 351| 553| 245 


1711 


46| 311 


64| 280 


14341767217 is 1 10,489 



























































































































L. C. L. FREIGHT 



157 



3 * 
s o 



H o 



>-T CO 



ij CO 



< 
CO 

I 

> 
>< 

X 

W 

J 

m 

< 



4*. 



OHO 



O. en 

CU 

On <» 

Dp, >,-o o 

^ - c5 ^ 

O Q H 
O 

pPnt/} 2 3 
*2^ u 



OQ 



Oc-"J 



to 

K 

P< 

o 

« 



HO 



n ra £ 



o£hO 



on 



vOHCo-^fOONHPoininNH I co o 

0\0 K r-i -t t^ O CO 00 "t ^ ^ H H 



O] On OnOiOOI^OnOOOONOO 20^ 

ON CO «5hhNO0nM^WN CCS 

i-H OJ | ON w 



r^ro^vocNi-l-oO^crNt-^tl-uoun <o • 

fH »"M CM 1-H rl Z^ 



NCNOO00^CMt^M)N^K) OO 



feffi 



NOn 1 ^ ^ON^O 1 



fOOOONN 



w* r.i o "") cm on co vo o oo 

CNJ 00 W M --"H .-t CM 



COt->.CNl-i--^cO< s *JCNarot^00-)- 
ro CM -<3- ON ^ ^f "st r*1 .-. 



voH , OHf)fn»oc>aw'tuio 

row Oni-h^" hhMCM 



oo : to .-< •"-< 



co cm i-< co ,-» *n :^ow , + 

^t" CM O] ro ^J" ! H <-ti 
i-H CM 



Tj-mrOONCOOONCMCNCO^-^O 
cONO^LnroONf^r^WNOO'sf^O 



NtrH-ttoCMnOl^OOOO 
rots tn^O^COiOCOO 



-I 



'.oaco 



H# 



o o 
-t- o 



d-Sg'-U^ 






HP* 



vOKNCIVO^'-iunCO'OI^'-ii^NCO 

W-)LOVOCO<^ONON^l-Of^lOONCOON 
CM i-lrt t-H CO 



ON'*CNicocor>.0'i-r-vOr^.'*cococo 

ir)inuNCOir)COts^K\OCOOCMirjN 

UNiOVOtNfOCOCOnOTtCNOOON 
CN ^^ -"-I ^ 



on r-i -t- r-*. ri o t^. -r co u~- o i-h o cm co 

CI O ^ ^ f CC N "M O - f- CMs O 
CM ,_ ^h ,-« CM 



I o<*> 



Or-i(MO\tM^O\OC-IOMr, t^r-^CNl 

COr-lfg'tW^KUNMl^OrHCOCON 



novooonono : co 'O 

(\) ^ rt rt h ,-iCNl ; CM CM 



*-■ I ON 4 



On ^1" O] I On on 
ON On *-t O ■ 
H H I CO c° 



On O 
CO O 

O i-i 



co ro t— \o Th "^ cm ts :-Hin 
cMNorvi , xi-cM u ^ rr >oo :oo\ 

C\) Tf ^H ^H ,-, ^H ,-H ICM^-I 



. \Ph 
n 1 — I J 

)(4 



=8 



DZ . rt d rt TOO CO "S 

| - r <*jM« f H-=3 . . . c-w-f-ar 
to cJ ocJm u4SS § !S Phco m co ? ^ 



o 5 



w O 






£-i to 



cpu 



j Eb "'TWimm awiiK^ii iiiiwm[WTTTnii^TiM;i m r rnnCT Pr j^-,TT E 



H S.CT g 

CLtfl JO Off 

P? 

CL (J 



Sp PS? 



cco£- J ,oi 

ld 8 ^£s| 





i 



159 




160 




161 



162 



L. C. L. FREIGHT 



TABLE XXV— TABLE SHOWING AMOUNT OF L. C. L. FREIGHT HANDLED ACROSS 

MISSISSIPPI RIVER WEEK OF OCTOBER 18-23, 1920. 

Between Freight Houses — By Dray By Car 

West Side to East Side 761 271 

East Side to West Side 3,518 1,090 

Between Shipper and Freight Houses — 

West Side to East Side 8,225 1,662 

East Side to West Side 433 

Total 12,937 3,023 

Average tons per day 2,156 504 

81.1% 18.9% 



Total 
1,032 
4,608 



9,887 
433 

15,960 
2,660 
100% 



TABLE XXVI— STATEMENT SHOWING AMOUNT AND INTENSITY OF L. C. L. FREIGHT HANDLED 
IN VARIOUS PARTS OF ST. LOUIS, WEEK OCTOBER 18-23, 1920 



Central Business District. 

Tons Tons Per 

in One Acre Per 

Location. Week. Week. 

Third, Eighth, Lucas, St. 
Charles 1,041 

Ninth, Twelfth, Lucas, St. 
Charles 704 

Third, Eighth, Morgan, Carr...l,236 

Thirteenth, Eighteenth, Lucas, 
St. Charles 901 

Fourth, Eighth, Walnut, Pop- 
lar _ 1,372 

Third, River, Washington, 
Chouteau 2,318 

Ninth, Twelfth, Walnut, Pop- 
lar 1 ,179 

Thirteenth, Eighteenth, Lo- 
cust, Market 1,163 

Broadway, Eighth, Biddle, 
Cass 486 

Ninth, Twelfth, Locust, Market 484 

Third, River, Lucas, Tyler 1,548 

Sixth, Eighth, Locust, Market 430 



Outside of Central District. 

Tons Tons Per 

in One Acre Per 

Location. Week. Week. 

Broadway, Twelfth, Gratiot, 

Park 767 

Eleventh, River, St. Louis, 

Salisbury 922 

Broadway, River, Tyler, St. 

Louis _ 3 58 

Twelfth, Broadway, Cass, Ty- 
ler 217 

Grand, Newstead, North Side 

Wabash Railway 645 

Grand, Kingshighway, South 
Side Missouri Pacific Rail- 
way tracks 901 

Nineteenth, Jefferson, Park, 

Missouri Pacific Railway 267 

14.5 Broadway, Thirteenth, Tyler, 

St. Louis 254 

11.1 Northwest St. Louis District. 878 

11.0 

9.9 *Tons per acre not given for northwest dis 

9.2 trict account scattered area. 



28.9 

25.0 
23.8 

19.5 

17.5 

14.8 

14.7 



4.9 
3.7 
3.2 
2.7 
2.7 

2.6 
2.3 

2.3 

* 



business district, and that comparatively little 
either originates in or is destined to the outly- 
ing industrial district. It also indicates that 
while the off -track freight houses could be dis- 
tributed throughout the business district to bet- 
ter advantage than at present, most of them 
are fairly well located, but some of them are 
too small. 
Intensity of Use L. C. L. Freight Stations 
The performance of the 1. c. 1. freight houses 
at St. Louis and East St. Louis as indicated by 
the business transacted through them for the 



week of October 18-23, 1920, on the basis of 
tons handled per square foot of freight house 
area per year, was as follows : 
East St. Louis houses : 

Inbound, 1.27 to 3.08 — Average 1.73 tons 

per square foot per year, 
Outbound, 1.50 to 5.63 — Average 2.85 tons 

per square foot per year, 
Two way, 1.81 to 2.34 — Average 1.88 tons 

per square foot per year. 

St. Louis houses : 

Inbound, 0.41 to 1.62 — Average 1.22 tons 
per square foot per year, 





$#7 x*»/ 3JL» ^K^yvo^f^^K ' 
yL- ,T, r : : .. ■ # ,; ^Wrr%^.^LYM ^SdrttSfj clairV^IcoIunty ill. 



~l 



•UvJ. 



o 

-J 









, rr 



r y ■ 






¥V* 



DISTRIBUTION OF L.C.L. FREIGHT 
WEEK Oa. 18-23 1920 

DISTRICT SU0UI5 HOUSES E.SUOMS HOUSES TOTAL 

TONS % TONS % TONS % 

I 13789 82.3 8326 74.9 221 IS 79.3 

t 294 1.7 167 I.S 461 1.7 

3 543 3.2 351 3.2 894 3.2 

4 1352 8.1 728 6.6 2080 7.5 J /ill 

5 340 2.0 224 2.0 564 2.0 "7 M; 
TOTAL 16318 97.3 9796 88.2 26114 937 f / / N0TE: _ 



ST.L0UIS 

EASTS1DE 447 2.7 1310 11.8 1757 6.3 

GRAND TOTAL 16765 100.0 11106 loao 27871 100.0 





RAILROAD MAP 

OF 

ST. LOU IS, MO.- EAST ST LOUIS, ILL. 

AND 

ADJACENT TERRITORY 



CENTER OF GRAVITY REFERS 
TO ALL ST.VouIs L.C.L. FREIGHT. 



SCALE 

PREPARED FOR. ENGINEERS COMMITTEE INVESTIGATING 

STLOUIS-EAST ST LOUIS RailROAD'TERMinalS 

■C.E SMITH & CO. CONSULTING ENGINEERS 



Fig. 85— Distribution of Local L. C. L. Freight in Six Zones— Week of October 18-23, 1920. 



163 



TONS PER SQ. FT OF FLOOR AREA 



* 



8 



10 



B.&0 



mvxrs.'&y, 



-f 



700X62 WSj 



C&A 



C.B.&Q.-E.STL 



C.B.&Q.-stl. 
R.I.-FRISCO-CM 



<zwr/s0> 



'/2Z000- 



CCCfcST.L. 



TX^^jwyj^y/yfA 




CR&5T.L 



I.C. 



IT.S. 



L.&N.-EST.L 



L.&NrST.L. 



fl V E WS tOF 



*tt 



IN B0CNO IK M3E S 



rwovte* 



to 



QUSESi 



M.K.frT. 



OUTBOUND 



H00SU5 



HOUSE 



MQ.PAC.-7tt ST. 



DLUMEIft TERMIWLK05 



MOPAC GRAT. 



MO.PAC.BIOOLE 



M.&O 



PC.C8r5TbE.5T. 



RCC.&5Tb5T.L. 



5T.Lt5.F-7^OT 



5TL.5.W. 



SOU. 



T.R.RA. 



T.5T.L.8cW. 



WABrEST.L. 



WAB.-st.l. 



^^ in bound fr eight tm—m outbound freight 

E^HBtN & OUT IN SAME HOUSE 

L.C.L. FREIGHT 
Tons PerSq.Ft. Per Year Handled Thru Freight Houses 

(On Basis or Freiqht Handled in One Week Oct. 18-23 - 1920 ) 



Inbound includes R. 1. ~ C . & E. \ 
Outbound Includes R.l-C&EI- StL.SF. 



C£ SMITH &C0. 
CONSULTING ENGINEERS 



Fig. 86 — Intensity of Freight House Use — Tons Per Square Foot. 

164 



T0N5 PER SQ. FT. OF FLOOR AREA 

<? 2 -# 6 g /O It 14 16 


AT.&S.F. 








ft o r\ 


























D&O- m \utmwm 


■M^M^^^^B 




C&A. 


rsmt'&rjvzvwsw vvxwm^m lmm^mm 




















CScE.l. 


<zz&av2'-Wiwmmwm%w—m^^m hbmmm 




















C.&E. ^^— J^L4- 


-V/V. 


WiWA 


Av«t 


oqe 


sf 


1 ot+boimd 


Hoones 






/» O kt \AI YsssV/SAstyfSsftS/ty/ 


























C.oc NW.|ai)H^Mppi 






r» /» ill \777^7777>Z^77Z 




2^^ 


ss/sXtA 


/Weroqe 


erf 


ill 


nbomd 


Hoosei> 


























CM.&ST.R^B 






























■ 


CR.i.&Pp^B 






























1 


GTW. LaBBMHMaa— 


<^£^ 


S3 






















i f» Vs/^sAvsAss/^k 








































M.5T.R&55fl)a^ 
































N.YC&STlL^ .— 








23 


2ggg 


, 


















RCCiSTL 

PCTuift.r t 


























r.rlW.crL. 

WAB. i 




























INBOUND FREIGHT ■ 






&!/ySS/SA/SA 




lODTRniJNn FRPIP.MT 


1 


HAND 


TO 
LEI 




N5 
) T 

Dn i 


L.( 
PE 
HR 

bos 


zx 

R 
U ( 


.. 1 

5Q 

:hi 

of 


"REIG 

FTP 

CAG.0 

March 


ER 
FF 

-ill 

c 


T 

Yt 

telC 

3 t 
C 

ONS 

< 


:AF 
>HT 

E.« 

ULTII 
ST. 1. 


nes 

MG, 1 
.OUI 


)U5 
•) 

-H& 

Eng 


E5 

Co 

INEi 

IO 


IRS 


! 



Fig. 87 — Intensity of Freight House Use at Chicago. 



165 



166 



L. C. L. FREIGHT 



TONS OF L.C.L. FREIGHT 
oS§2|ilS|-SlXl 


B&O, 


















































CSA. 












m 






































C.B.8Q. 


















































C.SE.l. 


















































C.CC8SU. 
















































CP&5T.L. 


















































C.R.l.&P 


















































E.ST. L.a SUB 


















































i.e. 
















































r.T.s, 














































l&n. 


















































M.K.flT. 
















































MO.PAC. 












































M.SO. 












































PC.C.8ST.L 
























































ST.LtS.F. 












































ST.LtSW. 














































SOU. J 




























































T.sriaw. 
















































WABASH 














































L.C.L. FREIGHT. 

TOTAL L.C.L. FREIGHT PASSING THROUGH FREIGHT 
HOUSES WEEK OF OCT. 18-23 1920 



Fig. 88— L. C. L. Freight Passing Through Freight 
Houses— Week of October 18-23, 1920. 



Outbound, 1.43 to 8.07— Average 2.18 tons 
per square foot per year, 

Two way, 0.05 to 4.23 — Average 1.57 tons 
per square foot per year. 
Average for all houses : 

Inbound, 1.46 tons per square foot per year, 

Outbound, 2.35 tons per square foot per 
year. 

Two way, 1.73 tons per square foot per year. 

The Columbia Terminals Company off- 
track universal freight stations handled at the 
rate of 2.68 tons per square foot per year in 
and out. 

In this connection it is interesting to note 
the conclusion from a recent study of the Chi- 
cago freight tunnel terminals that platform 
space to and from the small tunnel cars is re- 
quired at the rate of 25 square feet per ton per 
day, equivalent to 12 tons per square foot per 
year. 

An exhaustive study of the Chicago 1. c. 1. 
freight houses by the Chicago Railway Ter- 
minal Commission based on the business han- 
dled through them in March, 1913, indicated 
they were used as follows : 

Inbound, 3.65 tons per square foot per year, 

Outbound, 5.90 tons per square foot per 
year. 



no. or CARS 
q 8 § S % 1 1 


B.&0 
C.&A. 

CB&Q. 

C.&E.I. 




■ 






■-- 






_. 


— 


- 


- 




„ 


- 
















85' 












































C.RI&P. 


























































CCC&5TL 


























































CR&ST.L.la 






















































i.e. 








w 


















































IT. 5. 


S 5 71 23 1 


















































L. 8tN. 


WP^"^f-4*' r M 














































M.K&T. 


























































MO.PAC 


























































M.8.0. 
















































RCCSrSTL 


























































STL ST. 




• ! 






















































STL SW. 








































































SOU 


B H HBta 


















































T.STL.&W 
















































AVERAGE NUMBER Of CARLOADS DAILY OF 
LOCAL AND CONNECTING LINE L.C.L. FREIGHT 
LOADED AN0 UNLOADED AT RAILROAD FREIGHT HOUSES 
OCTOBER - 1920 





Fig. 89 — Cars of Freight Loaded and Unloaded Daily 
at Freight Houses— Week of October 18-23, 1920. 



While there was much complaint about the 
crowded conditions of the Chicago freight 
bouses and delays to teams by reason of their 
inadequacy, there is such a wide margin in 
favor of the freight houses in the St. Louis- 
East St. Louis District that it appears they 
are as a whole adequate in size. 

While there is comparatively little conges- 
tion on the team side of the railroad freight 
houses in the St. Louis-East St. Louis District 
even during the busy hours, the opposite was 
found to be true in Boston by the Boston Rail- 
way Terminal Commission in its investigation 
of conditions there in 1915 described in its re- 
port as follows : 

"Under the system in vogue at the Boston 
railroad terminals, teamsters are required to 
place their outbound freight at specially desig- 
nated doors. This means that frequently team- 
sters are required to visit several doors to de- 
liver a load of freight. In turn this means 
delay, and naturally tends to congestion. Not 
infrequently the freight doors are jammed full 
of freight when other loads arrive, causing 
more delay. Then, according to the evidence 
of teamsters, freight after it reaches the freight 



L. C. L. FREIGHT 



1(57 



fa 
pi 
fa 

£ 
o 

Q 
w 
co 

< 

S3 
CO 

fa 

CO 

o 



< > 


c/l 

s 






IN 

c 




oc 




> % 


o 






~ 






w 














Ph 














H 














o 














O T3 














fa c 

M 3 




m 


CO 




cm 


: o\ 


fa 2 

Ph ■*-' 
3° 


a 


O 


On 




CM 




■* 


o 


CO 


,_J 




■* 




co" 


w 












C! 














CO 














« 














w 














Ph t3 


en 












c 


w 


,_, 


"■3- 




vo 




^ 


CO 3 


3 
O 


in 






cm 




CM 


O c 


— 












H '-' 

















\o io n io 

H 0\ CO N 




: o ts. 

: m vo 


Cm* CM i-i CM* 


: ** 


i i-< cm 



l-« CO 



fa 


CO a f 


>4 


ARE 

Two- 
Hoi 


o 


P< 




O 


4 


O 


fa ° 

O o\ 


"-*.* 

* c £ 


r > " 


W o £ 

p 3 a 

oo 


Jo ro " 


•~^ 00 


^ z 


K 


o £ 




fa 


Eh 


>i pa 


a 


H O 


o 


fa ° 


fa C « 


P< g 3 

fa £ o 


£ <* 


c K 


go 


M 



o o : ih 



tt ts. : ,— 



,_, 


co : 


o o 


o 

00 

VO 


Tf 


o o : 


o o cvj vo 


in 


oo : 


O tJ- 


ts. 


vo oo : 


CV) CM \o OV 


-tf- 


rr 


VO CO 


<M 


t>* \o 


co .-< cm in 
















cm : 


«-. vo 


oC 


co 


cm « : 


CV) CM ts. O 


- 1 


co : 


CI 


cv) 


co ,— i : 


evj cm in cv) 



o 


o in 


CO 


o 


ts, in 


VO 


ts. 


VO O 










^o 


tN. (S. 


o 


r-% 


in tJ- 


CO 



o 


CO 




o 


CO 




o 


Tf 










o 


Ov 




in 


CM * 





o 


in 


' o 


^c 


00 


^o 


ts. 


: ■*■ 


00 


tN. 


ts. 


00 


: cm 




CM 












CM 


in 


: ov 


00 


O 


CO 


CM 


: cm 


CM 


CM 





t 


o ^ 


t>» 




VO 


CN. i-H 


00 




VO 


VO CO 


o\ 












rs, 




o 




1-1 


CM tN, 


CM 



CM r-< 

in cm 

00 O0 






to ^ 

Pi Q 

< fa 
&g 

o 

fa 
p^ 
fa 






< 

fa 

« § 

fa o 
Ph 5 

o 









o 


00 






Tf 








CM 


oo 






TT 








rs. 








00 
























oo 


rs. 






in 



\0 l-< 



vO VO CM 00 
in in C3 CM 

■^ ^ 00 vo 



*n in "^- VO 



t-H C*3 



m O 





fa 

a 

Q 

< 

w 
o 
< 
z 
z, 
o 



1J (/i tJ- \o 



"e K 



CO 

w 

CO 

O 



O 



CO 

< 
fa 



fa ^ 
^ CO ' 

C!=>i 

c<3 jj 



o« PP O 

cj u d 



CO 

Ph' u 



o^ 



4^ 



' "" CO 



T-H CN O 



CO 
"> fa 

3 CO 

o D . 
l_J ^, : fa 
1-1 O ^ i 

~- w -s I. 

co > 

li ^ "^ fV 

w o x, I 

o E-. W 



to 2; 



c .2 — 
co 6 « .2 



OK-;4§iiIcoEH^ 



c fa ^ < > 
^ CO CO « ^ 

- g • ■ rt 
cicJi-i4S^SSpHcoco:-H'^ 



u o o 

Ph Ph Ph 



5h 






E- CJ 



L,. C. L,. FREIGHT 



house is not usually loaded directly into cars, 
but lies in these houses and frequently is 
moved once before being loaded into cars. 

''The freight which arrives at Boston for for- 
warding to other railroads or steamships, or 
which is to be teamed to points in the Metro- 
politan District, gives a tremendous amount 
of needless trouble to teamsters and business 
men. and, according to the testimony of both, 
causes much confusion and delay. 

"The supposed location of freight which ar- 
rives at the railroad terminals is indicated on 
freight slips given out at the various railroad 
freight offices. Teamsters are required to se- 
cure these slips, and in some instances the 
freight offices are located at points far distant 
from a number of the freight houses: Loss of 
time and useless expenditure of energy results. 
An illustration of this was witnessed by a rep- 
resentative of the Commission, who saw an in- 
telligent teamster compelled to waste consid- 
erable time and to do an unnecessary amount 
of teaming because he was required to drive 
to the Warren Bridge to get directions in con- 
nection with a case of freight which was at an 
East Cambridge freight house. 

"On other occasions a representative of this 
Commission accompanied teamsters on their 
rounds of the freight sheds and saw these men 



T0N5 PER YEAR PER UN FT OF HOUSE TRACKS 

IO 20 JO 40 SO 60 70 SO 90 100 110 IV. 














i 

H 
1 


'-s 


-/ 


w 


ire 


9« 





f 


all 


h* 


ou 


se 


s 














B-&0- 


















































C & A 












1 




































CB.&Q -E 












1 






































RI-FRISCO-CU.l. 


















































CC X-8rST.L. 


















































t.R&ST.L. 


















































i.e. 


















































L.&N.-EST.L. 












■ 1 






































L&N.-ST.L. 












| 






































MK.&T. 












I 






































M0.WC.-7t> 












1 








— 1 






























MO-PM: -BOOLE 












4 






































M fit 


















































P.C.C.fcST.L.STL 


















































STL.SW 


















































sou. 


















































T.RRA 












I 






































T.STLfcW. 


















































WAB - E. 


















































WAB - W . 


















































L.C.L FREI&HT 

TONS OF L.C.L FREIGHT PER YEAR 

PER LIN. FT OF HOUSE TRACKS 

(Based on Freiqht Hondled Oc+. 18 ZS, 1920) 



Fig. 90 — Intensity of Freight House Use — Tons Per 
L,in. Ft. of House Tracks. 



forced to waste much time in search of freight 
because of wrong directions received at freight 
offices. These directions, however, were ap- 
parently the best that the freight clerks could 
give at that time. Teamsters interviewed by 
the Commission's representatives declare this 
to be nothing unusual. 

"According to statements of many teamsters 
— and a- representative of the Commission saw 
illustrations of this — even after freight is lo- 
cated, it is frequently found buried under other 
freight. At times teamsters are required to 
move a ton or more of freight to get at the 
freight which they seek. This is what team- 
sters call "digging" freight out. It is a slow 
proocess and on some occasions it means that 
teamsters have to telephone to the offices of 
their employers to get assistance. 

'Master teamsters told representatives of the 
Commission that there is always uncertainty 
as to where freight which arrives at this city 
may be found. They say that the situation has 
become gradualy worse during the past five 
years. 

"This Commission secured from the letter 
files of one of the bigest teaming firms of Met- 
ropolitan Boston copies of several hundred let- 
ters of complaints to the different railroads of 
the city respecting shipments. The Commis- 
sion also inspected the replies to these letters. 
This correspondence was a serious indication 
of the conditions which exist at Boston freight 
terminals. It told of freight that was days 
overdue ; shipments of which portions were 
missing; overcharging; freight house confu- 
sion and delays, etc. 

"In one letter the teaming firm inquired as 
to the whereabouts of a portion of a compara- 
tively small shipment, the rest of which, the 
letter stated, had been found at several differ- 
ent freight house doors. The numbers of the 
doors at which portions of the shipment had 
been found were given in the communication, 
apparently merely to indicate the vicinity in 
which the rest of the shipment might be lying." 

Although Boston has only three railroad 
companies, there are about 50 freight houses 
with 1200 doors. The New Haven Road has 
twelve houses at one location. Conditions 
have not changed substantially since the Bos- 
ton report was written in 1915. 

No such conditions exist in the St. Louis- 
East St. Louis Railroad terminals. With a 
few exceptions shippers are not required to 
deliver their freight at designated doors. As 
each railroad has only one inbound house, 
there is no doubt where railroad freight may 



L. C. L. FREIGHT 



169 



NUMBER OF CARS 

O 100 200 300 400 


aao. 








1 






































C.5A. 




pX, 










































C.B.& Q. 








"t" 1 






































CR.I.&PJ 


B 


B 


i 












































CCr«5T.L. 


H 


* 


B 


P 


£3 








































CP85CL. 


H 
















































i.e. 


H 


PI 


IP 


B 


p 


f 






































I.T. S. 


f 


■ 














































LSN. 




JP 














































M.K.&T. 


B 
















































MO.PAC. 


















77; 






























M.&O. 


B 


i 


777 


-n 










































RCC&5U. 


a 


™ w 


B 


B> 


m 




































STL- S.F. 


* 


p 


-1 


W 


- 


L 


1 




































SUrS.W. 


i 


W.777. 












































SOU. 


a 


m 


777^77? 


a 








































T5T.I.SW. 


fi 


zq 


1 










































WABASH 


B 
















































CAPACITY OF HflllSF TRACKS • 




CAP* OF FRFIfiUT nAIIY 


TOT> 
NUM 


BE 


C 

R 


AR 


c 

c/ 


Af 

\rs 


>AC 



IT 
F 


f 

FR 


OF 
EIG 


HT 


OL 
D 


SE TRACK 
AILY. OC 


s 

T.- 


AN 
19 



10 


M 


ER 


A6 


E 







Fig. 91 — Car Capacity and Daily Use of House 
tracks. 



NUMBER OF CARS 

100 200 300 400 


A.T.&S.F 










































B.&O. 














































C.&A. 


















































C.&E.I. 


8 
















































C.&E. 


























































C.SN.W. 


S 


BB 






BP 






































C.B.&Q. 




















^kl^m 




























C.&W. 


i 


W 


r 


■ 










































C.1.&L 


















































c.lrLQOl.n 
C.R.I.&P 


B? w/ '//> w: /// //.-::■■'■ '. :. 


... .r. 
























G.T.W. 


^^^^^^W 




































i.e. 






















P 


























L.S.8M.5. 












































1 
















M.C. 






Wi 










































KSTCSSM 


'.'"■ 


S 


YZ, 


■i 










































N.YC.8SIL 


% 


P 


w 


■ 










































P.M. 


1 


IP 














































RC.C.&5IL 


1 


a 


s 


m 


f 






































RFT.W.SC. 
















































WAB. 














w 








































tapc nr fdficut dauv 


CA 

CAf 


R 
(5 


CAPACITY OF AND AVERAGE DAILY NUMBER OF 
FOR HOUSE TRACKS AT CHICAGO FREIGHT HOUSES. 
(ON BASIS OF MARCH 1913 BUSINESS) 





be found as the name of the railroad indicates 
the house. As there are so many railroads, 
the volume of inbound freight is not so great 
at any house as to cause confusion in handling 
it. 

Handling of Local L. C. L. Freight in the 
St. Louis-E. St. Louis District 

Practically all freight for East St. Louis 
proper is handled through individual freight 

TABLE XXVIII— TABLE SHOWING AMOUNT AND PERCENTAGE OF L. C. L. FREIGHT HANDLED 
BY DRAYS AND TRAP CARS— WEEK OF OCTOBER 18-23, 1920. 



Fig. 92 — Car Capacity and Daily L T se of House Tracks 
at Chicago. 

stations direct to or from the consignee or 
consignor. As the great bulk of such freight 
is handled by the east side lines and is there- 
fore readily accessible to shippers, this situa- 
tion is very satisfactory. 

The freight of St. Louis proper to and from 
east side lines may be handled by various 
methods which together with others that have 
been considered are outlined as follows : 



Tons 

Columbia Transfer 242 

Other Trucks and Drays 3,583 

T. R. R. A., Tenth Street 56 

Cupplies Station Drays 37 

Cupples Station Cars 67 

Other Trap Cars 104 



At St. Louis Freight Houses 
Inbound Outbound 



At East St. Louis Freight Houses 



Per Cent 
5.9 
87.6 
1.4 
0.9 
1.7 
2.5 



Tons 
1,809 
9,670 



1,045 
494 



Per Cent 
13.9 
74.3 



8.0- 
3.8 



Inbound 
Tons Per Cent 
41.2 



1,419 

1,272 

554 

"148 
53 



Outbound 
Tons Per Cent 

50.0 



36.9 
16.1 

4.3 
1.5 



3,850 

2,945 

273 

"495 
139 



38.3 
3.5 

' '6.4 
1.8 



Total 4,089 100.0 13,018 100.0 3,446 100.0 7,702 100.0 

St. Louis freight handled in St. Louis Freight Houses 16,674 tons— 65% of St. Louis freight 

St. Louis freight handled in East St. Louis Freight Houses 9,887 tons— 35% of St. Louis freight 

East St. Louis freight handled in St. Louis Freight Houses 433 tons— 25% of East St. Louis freight 

East St. Louis freight handled in East St. Louis Freight Houses.... 1,261 tons— 75% of East St. Louis freight 



Total 



28,255 tons 






COST PER TON IN CENTS 

FOR 

HANDLING L.C.L. FREIGHT 

IN 

ST. LOUIS AND EAST ST. LOUIS FREIGHT HOUSES 

6ASED ON RATES OF PAY IN EFFECT LAST HALF OF 1920 

O 20 40 60 80 100 1*0 140 160 180 200 tZO 



B.&0. 



C&A. 



C.B.&Q. 



C.8t\tR.I-FRI5a 



C.CC.&ST.L. 



COST 



FURNISH 



ED 



NOT 



CCMFARAB.E 



C.R8ST.L. 



i.e. 



U.S. 



LSN.-E.ST.L. 



t=A 



LSN-5T.L 



YI-RMGE OS" PEP. 



TCN 



M.KAT. 



MO.PAC.-7TH.5T. 



M0.PAC6RATI0T 



MO.PAC.&IDDLE 



M.&O. 



P.C.C&ST.L. 



RC.C&ST.L. 



ST.L.S.F-7™ST 



STLS.W. 



SOU. 



T.ST.LSW. 



T.R.R.A. 



WABASH 



COSTS GIVEN ABOVE ARE NOT DIRECTLY COMPARABLE AS THE 
LOCAL ASENTS DO NOT COMPILE THEM ON THE SAME BASIS. 
EXPERT AUDIT OF EACH HOUSE WOULD BE REQUIRED TO 
SECURE COMPARABLE FIGURES. 



Fig. 93— Cost Per Ton for Handling L. C. L. Freight. 
170 



L. C. L. FREIGHT 



171 



(1) Through the individual freight stations 
in East St. Louis or St. Louis as the case 
may be. 

(2) Through universal on-track freight sta- 
tions. 

(3) Through individual on-track freight 
stations of each railroad to be provided on 
each side of the river at various locations, 
and immediately adjacent to the central busi- 
ness district. 

(4) Through the present freight stations 
and individual on-track freight stations lo- 
cated in St. Louis as close to the business 
district as practicable, and so close together 
as to form practically a joint universal sta- 
tion, receiving and delivering freight at cer- 
tain designated doors for each railroad. 

( 5) Through universal off-track freight sta- 
tions of the various transfer companies. 

From the standpoint of the shipper, good 
service consists in : 

(a) Minimum time consumed in the move- 
ment of freight between point of origin and 
destination. 

(b) Minimum loss and damage to goods 
resulting from cartage, rehandling and trans- 
portation in cars. 

(c) Cost and convenience to shipper. 

It is evident that the terminal conditions 
with which we are concerned can enter into 
"a" only as they affect the movement of 
freight between the shipping platform and the 
beginning and end of the road haul movement. 
It is likewise evident that freight has made 
a poor movement if, the dray haul being short, 
it is loaded into cars within a short time after 
leaving the shipping platform and then is held 
24 or 48 hours before it begins its road haul 
movement, because the location of the freight 
house where the freight is loaded or terminal 
method of handling makes it impossible to 
get the car into a road train sooner. On the 
Other hand, freight which has made a com- 
paratively long dray haul and is so handled 
as to reach a freight house so located that 
the car into which the freight is loaded moves 
in road haul the same day loaded has made 
a good movement even though it has passed 



promptly through an off-track universal 
freight house in doing so. 

While it might appear as to "b" that in 
passing through such off-track freight houses' 
the extra handling would result in additional 
loss and damage, the records indicate that the 
loss and damage is small. That element may, 
therefore, be eliminated as having any material 
bearing on the decision as to the best method 
for handling 1. c. 1. freight in this terminal. 

In regard to "c," cost to shipper. Inas- 
much as all freight which originates or is 
destined outside of a fixed zone is accepted 
or delivered in St. Louis or East St. Louis at 
the same freight charge to the shipper, that 
element has no bearing on the decision as to 
proper method. 

From the standpoint of the shipper, there- 
fore, time and convenience must be the decid- 
ing factors. 

The carriers' interest must be taken into ac- 
count and any method which will substantially 
add to the overhead in the way of carrying 
charges or to operating costs so as to reduce 
net earnings or make addition to the rates 
necessary cannot be justified. 

A discussion of the various methods of han- 
dling freight, previously enumerated, follows : 

(1) Through the individual freight stations 
in St. Louis or East St. Louis as the case may 
be. 

While the east side lines must continue in- 
dividual freight houses in East St. Louis, it 
is evident, from the relatively large amount 
of St. Louis 1. c. 1. freight that is handled 
through other methods, that such houses must 
be supplemented by facilities and methods 
which will more adequately meet the actual 
local situation, physical and otherwise. 

(2) Through universal on-track freight sta- 
tions. 

A study of the tables showing through what 
channels freight moves at present shows 
clearly that the Terminal Association freight 
house at Tenth street, while being a univer- 
sal station served very largely by trap cars, 
handles a negligible percentage of the freight 
to and from St. Louis. Therefore, a universal 
on-track station dependent on trap car service 



172 



L. C. L. FREIGHT 



cannot be considered as a satisfactory method 
of handling freight. 

(3) Through individual on-track freight 
stations of each railroad, to be provided on 
west side of the river at various locations and 
immediately adjacent to the central business 
district. 

The provision of on-track individual freight 
stations in St. Louis immediately adjacent to 
the central business district by all east side 
lines would require at least nine roads to se- 
cure locations in St. Louis and construct suit- 
able tracks, driveways, and freight houses. The 
location of such houses where they would even 
approach the convenience of the present off- 
track universal freight stations would entail 
an ependiture for property and construction 
that would result in such an enormous addi- 
tion to the overhead of the railroads as to re- 
move that method from further consideration. 

(4) Through the present freight stations 
and individual freight stations located in St. 
Louis as close to the business district as prac- 
ticable, and so close together as to practically 
form a joint universal station, receiving and 
delivering freight at certain designated doors 
for each railroad. 

While it is evident, as shown above, that 
it is impracticable to provide locations for 
freight houses as convenient to the shippers as 
are the off-track freight stations, a location 
is suggested which lends itself in many ways 
to such use. 

Suggested St. Louis Locations for Freight 
Houses of East St. Louis Liues 

Between Franklin avenue and Tyler street, 
St. Louis, east of Broadway, the railroads own 
large areas of land on which the Wabash, the 
C. B. & 0., the C. R. I. & P., the C. & E. L, 
the St. L.-S. R, the Mo. Pac, the L. & N., 
Pennsylvania, the St. L. S. W., and the M. 
K. & T. have freight houses and team tracks. 
Although the railroads own almost the entire 
area, there are occasional lots and blocks held 
by private interests. By purchasing the odd 
lots and consolidating practically the entire 
area, except the plant of the Laclede Gas 
Light Company, the Union Electric power 
house, and the group of refrigerator and stor- 



age warehouses near the Union Electric power 
house, there would be available a strip of land 
one mile long with a width from 800 feet to 
1100 feet, containing about 100 acres. 

On this area the streets could be relocated 
to suit any new construction. It is entirely 
capable of being developed intensively, so as 
to provide an independent freight house for 
every St. Louis and East St. Louis railroad 
either as a single level layout like the present 
freight stations or in connection with the de- 
velopment of air rights, with upper floors for 
storage, light manufacturing and other similar 
purposes. 

These houses could be connected by a sys- 
tem of tunnels underneath the tracks or over- 
head runways to permit the convenient and 
economical interchange of 1. c. 1. connecting 
line freight of every railroad in the St. Louis 
District, by platform tractors and trailers. 

The site has the further advantage of being 
parallel with and a convenient distance from the 
river front owned by the City of St. Louis, on 
which dock development may be carried out if 
necessary in future for the co-ordination of 
river and rail traffic. 

Such a layout would require a large yard 
between Tyler street and the Merchants 
Bridge, a distance of one and one-half miles, 
where the land is practically unoccupied on 
both sides of the railroad tracks except by 
lumber yards,. and where it would not be diffi- 
cult at all to secure a strip 300 feet wide for 
an ultimate yard capacity of 3,000 cars. In 
that distance only six or eight streets would 
have to be carried under the track to provide 
access to the river front. A map of North 
St. Louis has been prepared for the purpose 
of studying this problem. 

The area east of Broadway from Franklin 
avenue to Tyler street that is available is 
equal to the sum of the areas of all North 
St. Louis freight stations, all East St. Louis 
freight stations, and a proportional area of the 
South St. Louis freight stations of the Mo. 
Pac. and St. L.-S. F. in proportion to the 
amount of connecting line freight handled 
through them. 

The site being on a side hill is admirably 




Tig 94 — Fr;jeitt Railr^c 1 F a-jilitres in North St. Loin:: 
and Proposed Enlarged Facilities. 




Fig. 95 — Occupancy of Land in North St. Louis 
Freight House District and Tentative Layout Showing 
Locations in North St. Lou's for Freight House-, of 
East Side Lines. 



L. C. L. FREIGHT 



173 



adapted for single level and multiple story 
development. The tracks may be entirely 
separated from the streets at a cost in keeping 
with the savings that can be effected. 

The freight houses and driveways would 
extend for a mile along Broadway, a wide 
street well located for this purpose, lying as 
it does as a ladder track intersecting all north 
and south streets from Third street to Eighth 
street. At Tyler street, Broadway is only four 
blocks from Twelfth street. 

All east and west streets from Franklin ave- 
nue to Tyler street, twelve in all, connect with 
Broadway. 

First and Second streets connect with this 
area on the south and north. 

This area is closer to the business district 
than any other area of adequate size that is 
available, and has convenient rail connections 
in all directions. 

Freight stations of the east side lines would 
be much closer to the St. Louis business dis- 
trict if located in North St. Louis than their 
present location in East St. Louis. 

At present the Pennsylvania east side house 
is over one mile farther away than the Wa- 
bash, the nearest St. Louis house; over one- 
half mile farther than the St. L. S. W., 
the most distant St. Louis house. The C. P. 
& St. L. east side house is two miles farther 
than the nearest, and over a mile and a quar- 
ter farther than the most distant St. Louis 
freight house. 

The suggested North St. Louis location for 
freight houses of east side railroads would be 
more than a mile closer to the St. Louis busi- 
ness district than their present locations in 
East St. Louis. 

While, as has been pointed out, the dray 
haul to the proposed locations would be short- 
er than to the present houses' across the river, 
it is necessary, before the relative value of 
the service to the shipper can be determined, 
to consider the probable time that will be re- 
quired between the shipping platform and the 
road haul. 

There are at present a considerable num- 
ber of cars loaded each day in St. Louis with 



1. c. 1. freight and switched across the river 
where they are made up into road trains. The 
proposed arrangement of freight houses would 
increase that movement at least fourfold. The 
scheduled leaving" time of freight trains at 
East St. Louis is from seven to nine p. m: 
The loading of cars should not be stopped 
before five p. m. To prepare, seal and move 
the cars to the East side of the river, and 
there classify and make them up into road 
trains ready for movement on schedule in 
the foi'r hours between five and nine p. m. 
manifestly involves serious operating difficul- 
ties even under the most favorable circum- 
stances. 

The physical obstacles to the operation re- 
quired to be performed would make it prob- 
able that more freight would fail to make road 
haul connections on the same day the freight 
was accepted by the railroad from the shipper, 
than under present conditions. 

While the time between the shipping plat- 
form and the loading of the car in the pro- 
posed location is comparatively short, the time 
consumed in the yard movement of the car 
promises to be so great that the time between 
shipping platform and road haul by the pro- 
posed method might be greater than by the 
universal off-track station method ; in which 
case, the shipper would not be as well served. 

From the standpoint of the railroad, the 
cost of operation has to be considered. 

For the week of October 18-23, 1920, the 
cost of handling 1. c. 1. freight across the river 
by drays and trap cars amounted to : 

By drays, 8225 tons @ $2.60 $21,385.00 

By car, 1662 tons, @ 1.00 1,662.00 

Under the present method of handling, the 
above costs are absorbed by the railroads. If 
the east side lines establish freight houses in 
St. Louis, the drayage charges of the transfer 
companies on freight handled through such 
houses would not continue to be absorbed by 
the railroads and the amount shown above, or 
$23,047.00, would be retained by them. 

However, to switch this amount of freighj 



0) 
bJ 

1 D 

<?0 

ujx 

lj- h 

i x 
O U 
Jiff 

52 «? < 



L. 

o 

in 



Q 
m 

-I 
Q 

2 
<C 
IE 



CO 
(U 
<0 

cffX 

£ t- 

U- (5 
_i ui 
Jiff 

<0 5 

O O 

Is 

So 

< 



"TiSVd'Oi 

T1S-SDD04 

•nos 



hW3d 



MS11G 
-M 3Vd OW 

1VMW 
NN3d 

^IPPlQ-Oyd'OW 
JODSiaj-TH 

lM-wao 

»xL -OOSIddt 

M-9VM 
hj.2, OydOW 



I 



\ 



Hioi v aai" 



loiaLsiQ ssaNisng 
sino~i X9 



w 



T 



V 



£ 



* 



T 



T 



UJ 

_J 



UJ 

<X 
o 
(O 



10 

UJ 

(0 

3 
O 

I 



h 

o 
E 

& 

(5 

(A 
0) 
UJ 

z 
<n 

co 

0) 

5 
o 

H i- 

£ x 
in <j 

a or 
uj u- 

UJ -) 

<o q 
en 

UJ 

o 

z 

0) UJ 

-3 i 



&5 



o 



UJ 

> 

£ ■ 

Or 0> 
I 

O 

u 



o<0 

5 o 
u-i 

<n < 

UiuJ 

a 

Q_ 



nas«d'0o 

/WTJLSI" 

3-avM 

0*8 9 

nos 



NN3d 



si 

of 



o 

Oc 



osw-oos 

0" 

llSWO-NNBd 
HV1 



9VM 



^ 






*Z 



T/ 



?/ 



?/ 



^ 
f 



u 

oc 

Is 



<?Z (* 

<nE uj 

UJOC 7 

>uj = 
Zh iD_ 

UJdUJCM 



1° 



r- 
8* 



UJ 

z 
in 

cO 
<0 

5 
o 

-J 

ft 

zo 
*mz 



a 



(D 

r 
o 



<n 



fe<n 

o- 1 

UJ< 
(0UJ 



£ 2 

ms 

oc<t 

OOJ 

u. f 

J9C— » 

a. Li 
ujC 
ttlO 

a 



2o 

HO 
LU(0 



UJ 

u 

z 



J 



UJ 

> 
a: 

2 

z 
o 



zo 
co 

!e£ 

jo© 

Ui — 

eta 



m 

UJ 

_j 
z 

UJ 

< 

O 

in 



174 



L. C. L. FREIGHT 



175 



across the river to and from the proposed lo- 
cation in cars would cost : 

9887 tons @ $1.00... $ 9,887.00 

1261 tons E. St. Louis 1. c. 1. 

freight to be handled across 

the river between North St. 

Louis and East St. Louis @ 

$2.60 3 ,278.60 

The net saving is therefore, 

per week 9,883.40 

Amounting to, per year 513,936.80 

As connecting line 1. c. 1. freight would 
be handled through the same facilities at an 
estimated saving per year of $171,548.00, as 
shown elsewhere in the report, the total indi- 
cated saving would be $685,484.80. 

The above estimate is based on the present 
switching charges of the Terminal Railroad 
Association. If the estimates were based on 
the actual cost of handling cars to and from 
the proposed St. Louis freight houses by the 
roads' own engines on a trackage charge, the 
saving would be greater. As it would be im- 
possible to load East St. Louis 1. c. 1. freight 
in separate cars, such freight would have to be 
handled through to St. Louis and would be 
subject to some delay. However, even if the 
savings be doubled, the amount would not 
be sufficient to pay the carrying charges for 
freight houses in St. Louis for all east side 
lines, including the extra freight yards and 
collateral facilities that would be required, al- 
though it is possible that other conditions may 
eventually resolve the doubt in favor of the 
west side. 

The conclusion appears inevitable that, un- 
der present conditions, there would not be 
sufficient economy nor advantage to the St. 
Louis shippers or to the east side railroads 
to justify the construction at this time of St. 
Louis freight houses for the east side lines. 
However, if it should be found in future that 
the development of air rights above freight 
stations in St. Louis by the construction of 
multiple story commercial buildings would 
carry all or a considerable portion of the fixed 
charges of the freight stations, less saving 
would be required to justify such a step than 
if the saving had to carry the entire fixed 
charges in future. 



(5) Through universal off-track freight sta- 
tions of the various transfer companies. 

Of St. Louis inbound freight received at 
St. Louis freight houses 94.4 per cent was 
handled by drays (5.9 per cent of this was han- 
dled by the Columbia Terminals Co.) ; 5.6 
per cent was handled by trap cars. 

Of St. Louis outbound freight shipped from 
St. Louis freight houses 88.1 per cent was han- 
dled by drays (13.9 per cent of this was han- 
dled by Columbia Terminals Co.) ; 11.9 per 
cent handled by trap cars. 

Of St. Louis inbound freight received at East 
St. Louis freight houses, 40 per cent was han- 
dled by transfer companies' drays through off- 
track stations; 38.1 per cent was handled by 
other trucks and drays direct to shipper; 16.1 
per cent was handled by Terminal Railroad 
Association in trap cars through its Tenth 
street freight house ; 4.3 per cent was handled 
in trap cars at Cupples Station; 1.5 per cent 
was handled in trap cars direct to consignees. 

Of St. Louis outbound freight shipped from 
East vSt. Louis freight houses, 50 per cent was 
handled by the shippers to off-track stations 
and transfer companies' drays across the Mis- 
sissippi River; 38.3 per cent was handled by 
other trucks and drays direct from shippers 
principally public drayage companies ; 3.5 per 
cent was handled by Terminal Railroad As- 
sociation in trap cars from its Tenth street 
freight house ; 5.4 per cent was handled in 
trap cars from Cupples Station tenants; 1.0 
per cent was handled in trap cars from Cup- 
ples Station public platform; 1.8 per cent was 
handled in trap cars direct from shippers. 

The most prominent feature of the above 
figures is the very small percentage of freight 
handled in trap cars although there are three 
opportunities for doing so at the same rates 
as when drayed, as follows : 

Between shippers having sidings and the in- 
dividual freight houses. 

Between Terminal Railroad Association at 
Tenth street and individual freight houses ; 

Between Cupples Station and individual 
freight houses. 

Notwithstanding these opportunities the 
shippers seem to have expressed their prefer- 
ence in no uncertain way in choosing to ship 



176 



L. C. L. FREIGHT 



such a great proportion of freight by dray to 
and from the railroad freight houses direct or 
through the off-track station of the transfer 
companies in connection with the east side 
lines. 

In 1906, when the east side railroads extend- 
ed their bills of lading to St. Louis, it was 
realized that some means would have to be 
provided in St. Louis for the receipt and de- 
livery of their St. Louis 1. c. 1. freight. At 
that time the only freight station available 
for that business was the Terminal Railroad 
Association Tenth street freight station, which 
was entirely inadequate. 

Serious consideraton was given to the con- 
struction of one or more large central freight 
stations for this purpose, but no action was 
taken. In the meantime, the east side rail- 
roads arranged with the transfer companies to 
dray the freight across the river, absorbed 
their charges and recognized their off-track 
stations as the St. Louis freight stations of 
the east side lines. These have become so 
popular that the Tenth street freight house of 
the Terminal Railroad Association, which was 
formerly overburdened, is not now used to 
anywhere near its capacity. 

There are about twenty public transfer com- 
panies whose charges between the east side 
freight houses and the west approach to Eads 
Bridge are absorbed by ttie railroads, but 
only three operate off-track freight stations 
and are recognized by the railroads in the ap- 
plication of rates to and from such stations. 

In the off-track stations of the transfer com- 
panies, freight is received from shippers and 
consolidated for delivery by dray loads to in- 
dividual railroads. Inbound freight is handled 
on return trips of the transfer companies to 
stations, and delivered to trucks or wagons of 
consignees. 

As the transfer companies drays average six 
tons per lo ad, this practice reduces conges- 
tion at the freight houses by reducing the num- 
ber of units handling freight. This is one 
outstanding advantage of universal stations. 

The present off-track stations of the trans- 
fer companies are generally located east of the 
business district. It would be more conven- 



ient to the shippers if those stations could be 
scattered more nearly in proportion to the 
distribution of freight. 

The study indicates that additional off-track 
stations might be located about as follows : 
Lucas avenue near Sixteenth street, 
Walnut street near Eighteenth street, 
Lucas avenue near Tenth street, 
First street near Washington avenue, 
Broadway and Grand avenue, 
Yandeventer avenue and Market street. 
The shipper would have the advantage of a 
freight station close at hand removed from the 
congested district and would be relieved of 
the burden of time and expense involved in 
visiting several freight stations. His ship- 
ments would be distributed at the off-track 
station among several drays and consolidated 
with other shipments for direct movement to 
individual railroads and vice versa in opposite 
direction. 

The City would have the advantage of less 
wagons in the streets in the congested districts 
near the railroad freight houses. 

The railroads would have the advantage of 
less units to take care of and less congestion 
at freight houses. 

Such off-track freight stations would readily 
fit into store door delivery and pick up. The 
shipper could handle his own freight between 
store door and the district off-track station 
or could have it done by the transfer company. 
The off-track station properly located would 
be the first step. The subject of store door 
delivery has been given serious thought in 
recent years. On this subject the Raihvay Age 
of August 6th, 1921, said: 

"The adoption of store door delivery is now 
being urged vigorously for the cities of New 
York and Baltimore, .Md., with a fair pros- 
pect of success in one or both places. Store 
door delivery is quite familiar to Baltimore 
since that city has had nearly 45 years' experi- 
ence with it up to 1911, when it was withdrawn 
because of certain features held to be dis- 
criminatory by the Interstate Commerce Com- 
mission. New York has no direct experience 
with store door delivery, although as a result 
of the terminal congestion during the war pe- 
riod such a service might have been inaugurated 
under government control had not the signing 
of the armistice intervened. As a means purely 




Fig. 97 — Columbia Terminals Co. — Universal Off-Track Freight Station — Fourth and Spruce Sts. 




Fig. 98— Columbia Terminals Co.— Universal Off-Track Freight Station— Twelfth and Spruce Sts. 177 



/» g 



Ab/Mat/029 



fc 







*B& 


W &* 






% 


.5?° 






K> 


> 


Q 
» 




1 


Vj o <* 






1 


T "4 t 

4- *•! 


*",OZ A377& 






>r*# 



OQ 




/»££ 



^? 



"OS 



//^ 9 




»& AjTW 




NO 



* 



"09 



IS 






III 

lis 

P 

m 



JM9H&J 



□ 



a IT+£ 



S% 



"09 



x/ooO.6 



f-JOO0£ 



"(?g u/JO //°/c/ 



Atpz /?oA<»/</-/g ps/ietf 



"6/ 



«y/w 



/Kg/ hoM9/n-'0 Pf nc b' 



"//w.&M f EL 



*>&/ s* '-/a 



*6J WJQff/d 



i g/ fio/ui/i/jg 



".6/ ^"Jf/d 



_— *l& 3/tUtf 



**wo\ [ W i 



is 



"08 



AM0VU39 



178 



& 
^ 



I 












M02 a/jcyjo/rf 



1 I ^"Py Qi7- 



O&^g- VO&Oftj 



y 



. 9.-S9/ 



%4'"x.OZ u,JO H°/d 



M09 »AfJlff 






".. 9;03 "'■"HVd 




: I 



fc$ 



"OS 



is 



dtndod 



ii 








179 






"03 


IS ^9 




s| .93- 


. 


^ 

5 


J K 





"OS 



Asyia 




IP 





\ 




I 




-^ 




K 




* 








5! 




^ 




rl 


K 


8; 


g 


V 


* 


K 


4r 


^ 


yj 


1 



180 



L. C. L. FREIGHT 



181 



to lessen or relieve congestion at terminals, 
store door delivery has proved itself both in 
this country and others. Its practicability un- 
der the exceedingly complex terminal and busi- 
ness conditions now prevailing is not, how- 
ever, entirely clear to a large number of rail- 
way and business men nor is it, as yet, recog- 
nized as being altogether desirable. The more 
j..dvanced forms of this service have eliminated 
many of the features heretofore objectionable 
to the railroads, the trucking companies and 
the shippers. In their place newer methods 
are being advocated which apparently give the 
method a greater degree of flexibility. Balti- 
more, with its experience to look back to, is, 
in general, favorably inclined toward the adop- 
tion of a modified form of store door delivery 
and the results of the many meetings between 
representatives of railway companies, trucking 
concerns, and shippers point to an increase in 
possibility of its early adoption. Now New 
York is not so favorably inclined, but the idea 
is being pushed strongly as a relief measure 
for the port of New York. While the in- 
terest manifested in store-door delivery is, 
as yet, more or less local to the two cities in- 
volved, the developments at these two places 
should be watched closely. There is present 
the possibility that, should it be adopted at 
one or both places, public opinion would de- 
mand its inauguration at other important ter- 
minals." 

In the Committee's opinion the principle of 
off-track universal freight stations is correct, 
and the facilites should be developed in St. 
Louis. The system presents the necessary ele- 
ment of flexibility which lends itself to a city 
whose street traffic is congested and whose 
commercial industrial districts are widely dis- 
tributed. The system promotes the short haul 
of less than carload freight and the accumu- 
lation of such tonnage into lots which can be 
moved with greatest economy and dispatch to 
and from the rail haul. In developing the sys- 
tem in St. Louis, the rail carriers should as- 
sume close supervision so as to render it 
(without physical ownership) practically a car- 
rier service, thus becoming directly respon- 
sible to the shipper and receiver of freight 
for the result of operating the system in the 
interest of efficient service to the public and 
economy to the carrier. Such stations should 
be located in sections of the city where ton- 
nage to be handled may justify, and include, 



so far as practicable, outer districts remote 
from main freight stations. 

All such locations must be controlled pri- 
marily by the tonnage available, and thus by the 
possible extent of use of such facilities when 
provided, without encroaching upon the ton- 
nage and operations of other stations. The 
possibility of handling freight between them 
and the railroad freight stations by electric 
street cars and on rapid transit lines should be 
kept in mind. These possibilities have been 
and are being given serious consideration in 
New York and Chicago. 

Connecting Line L. C. L. 

There are three methods of handling con- 
necting line 1. c. 1. : 

(a) By trap cars; 

(b) By drays; 

(c) Through transfer houses. 



THOUSANDS OF TONS 

O 25 50 75 100 


B.SO. 




>A 








































C.&A. 


m 


w 


■■ 






































C.B.&Q 


w 


m 


m 


m 


77A 


































C.8E.I. 


m 


f 








































cccasri 


_.. 


A 








































C.R.I.8P 


m 


w. 


,v, 






































C.P&5T.L. 


a 










































i.e. 


m 


m 


w 






































LSN. 


-.■-■ 










































M.K.&T. 


P 


p. 










































'■ v- 






'/, V 


:■ 


':> 


¥H 


MO. PAC. 


m 


m 


m 




m 


- 


\n 


■ > ■ 


"/ 


■•• 








■", 


... 




■v 








777 


M.&0. 


m 


5 








































RC.C.&ST.L. 












































ST.L:S.F. 




^ 




Y77S 




































ST.L-S.W. 


















































/■' 




50U. 












































T.STL8W 




















































WABASH 
















































DELIVERED TO CONN LIME 








L.C.L.Cl 
RAILRO/ 
TERMIN 

(base 


JNNECT 
>0S IN 
ALS FO 
ON F 


N( 

TH 
R 

RE 


; 

E 

YE 

6H 


LIN 
ST. 

AR 

T 


E 

LO 
V 

HP 


FR 
UIS 

m 

Nt 


>.E 

). 

ILE 


i v. 

;ht 

AS" 
V 


f 

r j 

N 


N. 

'A! 
>r.l 

w 


LI 

611 
.01) 


1L. 

IS 
( c 


B 
Rt 

F ( 


:T\ 

IL 

XT 


vet 

*o 

18 


.N 

■n 


.19 


20 


) 



Fig. 102 — Connecting Line L. C. L. Freight Handled 
by Each Road— Week of October 18-23, 1920. 




EAST SIDE TO WEST SIOE BY DRAY 3518.5 

WEST " " EAST " " " 760.9 

TOTAL T0NNA6E CROSSING RIVER BY ORAY 4279.4 

EAST SIDE TO EAST SIDE BY DRAY 469.T 

WEST " " WEST - " 526.9 

TOTAL 996.4 

CAST SIDE TO WEST SIDE BY CAR 

WEST » " EAST 

TOTAL TONNAGE CROSSING RIVER BY CAR 
EAST SIDE TO EAST SIDE BY CAR 
WEST ■ - WEST " 

TOTAL 
TOTAL BY DRAY 
CAR 



24/2 

3QS.7 



5276.0 
TOTAL TONNAGE BY OKAY AND CAR 



329.9 
1690.9 



&966.<5 



t*0^ DIAGRAM SHOWING 

DISTRIBUTION OF CONNECTING LINE L.C.L.FREIGHT 
PASSING THRU STLOUIS-E.ST.LOUIS R.R.TERMINAK 
DURING WEEK OCT. 18-23, 1920. 

PREPARED FOR ENGINEERS COMMITTEE INVESTIGATING 

ST. LOUIS -'EAST ST. LOUIS RAILROAD TERMINALS 
C.E. SMITH A CO. CONSULTING ENGINEERS 



Fig. 103 — Connecting Line L. C. L. Freight Diagram. 
182 



L. C. L. FREIGHT 



183 



In the St. Louis-East St. Louis District it 
is handled through the same freight houses 
as the local freight and is transferred between 
railroads freight houses partly by drays and 
partly by railroad cars, commonly called "trap 
cars.'' During the week of October 18-23, 1920, 
the following amounts were handled : 

By dray — 

5276 tons (4279 crossed the river) 

By trap car — 

1691 tons (1361 crossed the river) 



ton for loads over 15,000 lbs. — $1.20 per ton 
for loads less thas 10,000 lbs. 

By dray across the river — $1.80 per ton with 
minimum charge of 27 cents per package. 

By car — On east side of river (about) 75 
cents per ton. 

By car — Across river (about) $1.00 per ton. 

The average labor cost of handling 1. c. 1. 
freight through the freight houses is 50 cents 
per ton. 

Using the above cost figures, the total cost 
of handling 1. c. 1. connecting line freight dur- 



TABLE XXIX— TABLE SHOWING TONS OF L. C. L. FREIGHT MOVED BETWEEN RAILROAD 
FREIGHT HOUSES ST. LOUIS-EAST ST. LOUIS RAILROAD TERMINALS DURING 

WEEK OF OCTOBER 18-23, 1920. 

East Side to West Side by Dray 3,518.5 

West Side to East Side by Dray 760.9 



Total tonnage crossing river by Dray 

East Side to East Side by Dray 469.7 

West Side to West Side by Dray 526.9 



Total 

Total by Dray. 



4,279.4 



996.6 



5,276.0 



East Side to West Side by Car 1,089.7 

West Side to East Side by Car 271.3 



Total tonnage crossing river by Car. 

East Side to East Side by Car 

West Side to West Side by Car 



24.2 
305.7 



Total 

Total by Car. 



1,361.0 



329.9 



Total tonnage by Dray and Car. 



1,690.9 
6,966 9 



A relatively small amount of freight han- 
dled by dray crosses the river on ferry boats. 
The great bulk of this freight (all of it when 
the ferry boats are out of service for any rea- 
son) is handled by drays over the Eads Bridge 
and through the intersection of Third street 
and Washington avenue, St. Louis, a very- 
busy point. 

Some of the railroads that transfer their 
connecting line 1. c. 1. freight across this 
district by car prefer to transfer all by dray 
and would do so but at times the dray trans- 
fer service is inadequate and cars are resorted 
to at such times. 

This connecting line 1. c. 1. freight costs just 
as much to handle in the freight houses as 
local 1. c. 1. freight and in addition its handling 
between houses costs as follows : 

By dray — on either side of river 80 cents per 



ing the week October, 18-23, 1920, was as fol- 
lows : 

6967 tons through inbound houses, 

at 50c $ 3484.00 

6967 tons through outbound 

houses, at 50c 3483.00 

997 tons on both sides by dray, 

at $1.00 997.00 

4279 tons across river by dray, 

at $1.80 7702.00 

24 tons on east side by car 

at 75c 18.00 

306 tons on west side by car, 

at 75c _ 229.00 

1361 tons across river by car, 

at $1 .00 _ 1 361 .00 



Total for one week $17274.00 

To this should be added the per diem on 
cars which may be taken at $1.00 per car per 
day. 



184 L. C. L. FREIGHT 

... 690 tons would require 200 cars in service an many different points it would not be practica- 
average of 3 days ; total $600 per diem for one ble to handle it all in cars separate from the 
week. local freight. Especially on outbound ship- 
Total cost of handling 1. c. 1. connecting line ments there would be a great advantage in con- 
freight for one week, $17,874. solidating it with local freight as at present, as 

Average total cost $2.56 per ton that practice improves car loadings and makes 

Total cost per one year $929,448.00 it possible to load cars for more stations than 

A central clearing or transfer house has been would be possible if separate cars were made 

suggested for the transfer of this freight. The "P at the transfer station and at the local 

operation of such a house would require that Ire ignt station. 

the present practice of loading local and con- In any event, the cost would be somewhere 

necting line freight in the same cars be discon- between $2.35 per ton and $4.60 per ton, with 

tinued or the cost of the transfer would be a tendency to be nearer the higher figure than 

greater than at present. the lower. Therefore, it is apparent that, even 

For such 1. c. 1. freight as could be loaded in if the fixed charges of the proposed transfer 

separate cars direct to and from the transfer station be ignored, such a central transfer sys- 

house the following operations and costs would tem would cost more than the present system 

be involved between the interchange tracks of for handling 1. c. 1. connecting line freight by 

the connecting lines : drays and trap cars, and it would take consid- 

Per Ton ? rabl y longer. 
Switching from arriving road to transfer This connecting line 1. c. 1. freight could be 

nouse q> . transferred at much less cost by platforms, 

Handling at transfer house 60 , , ., ,.,,,., 

Switching from transfer house to depart- trucks ' and trailers dlrecth / between freight 

ing road 75 houses by means of elevators and overhead or 

Car rental one day each movement 25 underground runways, as at Cupples Station, 

~ provided the principal freight houses of all 

Total cost per ton $2.35 Hnes couM be grouped in one location where 

For inbound and outbound 1. c. 1. freight they cou ld be connected. Such a layout is pos- 

handled in the same cars as local freight the sibJe in Nofth gt ^^ explained e i sew h e re. 
following operations and costs would be in- 
volved • ^ ne Ire ight could be handled in that way for 

p qA very little more than the cost of operating a 
Unloading and consolidating in cars for central transfer station, the excess cost con- 
transfer house $0.50 sisting merely of the lift and drop in the ele- 

Switching from freight house to inter- vator and the extra distance, an excess cost of 

change tracks - 25 25 cents per ton. Thus the total labor cost 

Switching to transfer house 75 ,, , - c , , <t«c ooc x„ j.u i 

lr T vv , *> ,„ would be 75 cents per ton, $5,225 for the week 

Handling at transfer house oU ... , L-.-7-i t™ ™ <■ i 

Switching from transfer house 75 un der consideration and $271,700.00 for the 

Setting at freight house 25 year on that basis, a saving of $657,748.00 as 

Unloading and consolidating with other compared with the present system. 

freight - 50 

Car rental one day each movement 50 This saving would be partly offset by the 

extra cost to which those roads now handling 

Total cost per ton $4.10 j c j connecting line freight elsewhere than in 

For freight switched across the river to and North St. Louis would be put in having their 

from the transfer house the cost would be freight handled to and from the central loca- 

about 50 cents greater; about $2.85 and $4.60 tion in North St. Louis. This extra cost may 

per ton, respectively. be taken at the present average switching rate 

As the connecting line freight comes from of 75 cents per ton in St. Louis and $1.00 per 

so many different directions and goes to so ton for crossing the river. 



TABU-! XXX --STATEMENT SHOWING TONS OF L. 



L. FREIGHT INTERCHANGED BETWEEN ROADS BY DRAY AND CAR FOR THE WEEK OF OCTOBER 18 to 23, 1920, INCLUSIVE. 



TO 
FROM ^^~-~^ 


11. St 0. 


C. St A. 


C. B. & Q. 
East 


1 c. c. 

St. L. 


C. P. St. L 


! 
i.e. 


L. &N. 


M. &.O. 


Penn. 


Sou. T. St. L. W 


Wab. 
East 


Sub T. .tal 
From Each 
Road to All 

East Side 
Roads 


C. B. St Q. 
West 


C. St E. 1. 


C. R. I. 
&P 


I. T. S. 


M„ K. St T. 


Mo. Pac. 
7th St. 


Mo. Pac. 
Grat. St. 


St. L.-S. F. 
7th St. 


St. h. S. W 


Wab. 
West 


Sub Total 
From Each 
Road to All 

West Side 
Roads 


Grand Tota' 

From Each 

Road to All 

Others 




Dray 

' 2.4 

1.7 

6.4 
3.5 
0.2 
0.7 
4,4 
3.0 
0.2 


Car 


Dray 
4.9 

17.0 
1.4 
7.1 

14.8 

15.8 
9.7 
4.8 

19.5 
0.7 


Car 


Ura) 

"o.'o 

0.2 


Car 

2^2 

2.2 
2.0 


Dray 

0.3 
16 
4.0 

30 

8.9 

15.6 

""6.6 

368 
8.3 

ii.8 

7.1 
4.3 


Car 




l h.i;. 
0.9 

3.8 
3.4 

18.2 
26.3 


Car 

152 


Dray 

14.3 
12.0 

3.1 
380 

1.7 

6.2 
14 2 
4.5 
0.6 
S.3 
4.0 

103.9 

40.0 
...„.„ 

8.2 
7.3 
4.1 
8.0 
1.1 
17 7 
0.1 


Car 

'i'.h 

6.1 

0.2 


Dray 

0.1 
9.2 
0.6 
2.5 
0.6 
4.8 

6.3 
3.0 
0.2 
2.2 
1.6 


~ 


6.3 
32.8 
6.3 
6.S 
2.0 
2.4 
0.6 

8.6 
7.3 


Car 
4.0 

4.0 


Dray 

0.5 
2.4 
0.4 
0.3 
1.3 
0.1 
10.3 
3.4 

20.3 


Car |Dray 


Car 

"6.6 

6.0 
0.6 

3.S 


Dray 

0.7 

"i'.9 
0.2 
O.S 
5.5 
0.2 

9.0 
1.4 

6.2 

i.i 

6.9 
1.9 
2.9 
2.3 
0.2 

17.0 


Car 


Dray 

'6.8 

6.7 
13.8 
7.2 

12.2 

34.7 
0.4 

Tlo 

'29.5 
30.0 
62.5 

0^9 
139.7 


Car 

0.7 

0.7 

"i.'s 

23.8 
32.8 

18.2 
79.3 


Dray 


Car 


Dray 

79.2 
0.5 
3.2 
47.5 
0.5 
37.8 
S8.6 
0.6 
36.4 
92.2 
4.0 
6.7 

367.2 


Car 

11.5 
0.9 
1.4 

13.8 


Dray 
"6.2 

6.6 

"'in 

0.9 

3.7 
0.2 
1.1 

' 6.3 


Car 

'l6.8 

0.2 
78.6 


Dray 

53.6 
1.7 

4S'."i 
5.4 
4.0 

10.0 
1.2 

56.0 

34.5 
5.7 
3.9 

221.1 
1.2 

4.0 
2.6 
0.2 

3.4 


Car 

7.8 
0.3 

6^3 
3.1 
0.9 

12.4 


Dray 

'o.'i 

0.4 

6.1 
"6.1 

0.7 

0.3 

'6.1 

:::::::: 

0.4 
1.1 


Car |Dray| Car 


Drayl Car 


Drayl Car 
59.8 


Dray 

67.5 
24.0 

3.5 
148.0 

9.8 
52.0 

8.9 

0.1 
119.4 
27.0 
57.9 
76.8 


Car 

29,1 
16.6 
11. 5 

0.7 


Dray 

37.8 
16.2 

3.5 
114.9 

8.7 
40.4 

1.7 

'66.'5 
20.0 
14.8 
27.3 


Car 
20.0 

"2.4 

44.6 
Hou 

67.0 
1.9 

1.9 

68.9 


Dray Car 

18.9 
0.9 

16.3 

0.2 

7.1 
19.2 • 

0.6 30.0 

7.2 
30.0 

1.1 

2.9 82.2 
se 127.3 

104.4 239.5 

2.3 
0.4 
0.2 

'"i'.'s 

2.0 

6.5 

7.6 23.0 

0.8 

1.6 

25.9 23.0 

1 
I30.3I262.S 


Dray 


Car 


Dray 


Car 






0.7 
4.6 
4.5 
2.5 
2.2 
0.6 

'6.5 
0.7 

"2.7 

14.4 

33.4 

30.0 

3.2 

1.2 
15.1 
0.9 
3.5 
1.5 
15.6 


27.7 
64.1 
18.1 
70.4 
9.7 
24.2 
62.5 
45.8 
27.2 
52.3 
33.4 
34.3 






113.5 
13.1 
0.3 
JOO'J 
6.7 
21.7 
17.5 

149.5 
32.1 
91.0 
44.5 

690.8 

28.0 
13.7 

'o.'i 

6.5 
0.6 
0.5 
0.2 
29. S 
20. S 

93.9 

7S4.7 


0.2 

164.8 

3.4 
18.5 

126.9 
14.9 

14.9 
141.8 


202.7 
20.1 
7.1 
33.S 
9.7 
4.9 
31.9 
2.8 
135.0 
124.7 
57.1 
36.3 

665.8 

14.4 
10.3 

"i'.'s 

5.0 

o.'i 

4.5 
2.9 
36.2 


147.3 

129!s 
8.0 
7.0 

149.6 


633.1 

120.0 
23.6 
726.0 

55.1 
252.6 
155.3 
5.3 
678.4 
373.6 
258.6 
237.0 




660.7 
184.1 

41.7 
796.4 

64.8 
276.S 
217.8 

51.1 
705.6 
421. 1 
292.0 
271.3 






5.0 


93.C 


98.0 




II 9 .- 

14 1 

84 1 
7.1 

108.4 
12.i 
27.0 
18.5 


'21.5 

48.5 
ed a 

143.0 

1.2 
13.8 

15.7 

4.0 

34.7 


l U S 11 11.: -I. 




147.5 


147.5 


rit Si i. 


4.0 


C. I'. St. I 






1 I 








L. It N 


9.0 


70. S 
276.C 
20.9 
10.4 
471.4 


79.5 
276.0 
20.9 
10.4 
477.6 


\l St o 


Pennsylvania 




T. St. 1. W 


".2 

1 

f 86 ' 7 

0.3| 20.7 


6.2 




MM 

22.5| | 9S.1| | 0.8 


1 

441.7|520.9 

44.0 
1.5 8.7 

0.2 

0.1 

0.2 

6.5| 0.9 

48.41 0.0 

::::":: :::::::: 

1 18.7 






Sub Total from All East 
Side Roads to Each Road.. 


11.3| 25.1 


469.7 


24.2 


594.9 
37.0 

'i'.8 
3.5 
0.7 
0.9 
0.0 
6.0 
31.5 
7.1 


57.8 

60.6 
1.5 

1.9 
1.2 


351.8 

10.3 
2.2 
1.0 

""6.'i 

0.1 

"o.'i 

13.0 
7.8 

34 9 

386.7 


3S1S.5 


1089.7 


3988.2 


1113.9 




4.41 
6.6 


0.9 
0.3 
0.2 

"sTs 

2.9 
2.S 
4.8 
12.4 
1.2 


12.0 


0.5 
1.1 
0.7 





0.2 

15 7 
0.1 
2.9 

1.3 


34.5 

4 2 
0.4 
3.0 
9.8 
4.2 
1.0 
2.4 
18.4 




157.7 

0.7 

40.3 

0.4 

129.7 

126.9 

133.7 

55.6 

41.3 

74.3 

0.3 


3.1 


i 

3.8| 0.8 
0.6| 




137.5 
39.1 
2.1 
7.5 
21.5 
8.3 
20.6 
26.1 
16.7 
173.7 
73.8 


16.1 
84.5 
18.6 


295.2 
39.8 
42.4 
7.9 
151.2 
135.2 
154.3 
SI. 7 
58.0 
24S.0 
74.1 






36.7 


'6.1 

'6.2 

206 
0.4 
0.3 


5.3 
15.8 
0.1 


0.4 
0.8 

"o.'i 

1.8 
0.1 
3.7 




ii.i 

241 
41.6 
2S.S 
8.0 
3.2 
7.3 


17.1 
1.0 


84.5 


i'.i 

136.1 
84.5 
18.3 


ITS 




'.I k S 1 

Mo. Pac. 7th St 

Mo. I'ac . Grat Si 


19.3 

1114 
14 4 
5.6 
5.0 


7.2 

14 J 


3.4 
1.2 
12.1 
8.6 
6.8 
28 4 
14.3 

79.2 




0.8 


'Ha 
57.6 

103.7 


9.8 
160.5 
142.1 




I IS .8 

I 5.3 






19.5 






1,. It N., Broadway 


i j °i i 


13.31 0.8| 3.9 

1 1 
8*.4| 57. J| 76.7 


0.8 
305.7 


0.8 


Sub Total from All West 
Side Roads to Each Road 


67.8 62.2 30.9 


12.0 


2.3 


2.0 


84.51 36.7 


21.6 15.2 


8S.7| 20.2 


77.9 


21.5 


27.6 





131.9 


1S.1 


71.0 


4.1 


760.9 


271.3 


6.5| 95.6| 32.5 


88.91 65.2 


526.9 


1287.8 


577.5 


Grand Total from All Roads 
to Each Road 


1 1 
90.3| 62.21129.01 12.0 


3.1 


4.2| 93.41 36.7 


47.91 15.2 


1°2 6| 31.5|103.0 


1 

21.5|114.3 


4.0|152.2 


1S.1 


104.4 


10.1 


26.0 





174.4 


80.0 


1230.6 


205 ; 


111' 
Lis 1114 61 7.41 95.6|253.6 


12.4 


Ml 1 

754 2|49S.C[507.4|I77.7|6S3.4 


123.0 


1045.4 


1395.4 


5276 I) 


1690.9 



L. C. L. FREIGHT 185 

The total for one week would be as follows: freight at Chicago at $2.61 per ton, and all 

On west side, 3.630 tons @ 75c $ 2,722.00 expense of operating a clearing or transfer 

Between east and west side, 6,628 station at $1.15 per ton, including switching, 

tons @ $1.00 - 6,628.00 saving $1.46 per ton. As costs have increased 

Z n , cr , ^ considerably, the estimate of possible savings 

Total for one week - $ y,oDU.UU ...__. 

Total for one vear.I. $486,200.00 on this item at St. Louis appears conservative. 







' I 






"— - 1 






; ; 


•— — < 
















1 — t 


' ? 


r- — > 


i 1 


' 1 


| 








■ ■ 


• 


L-4 


n — ' 


> — ■ 


' '! 


r— < 


>— i 


F— " < 


"- -* 






' f 






L^ 




p— i 


r— < 


"— — ' 




















i-. 


_., — , 


< — i 


'— ' 


»-'— ' 


>— " ' 


>— "" 


' 1 












7 


■*!>— i 


• — ' 


r-—^ 


'— — ' 








■ 


















7 — 




■ — ' 




"— i 






37 '£i rr hml% 


T ' 


>— — < 


f— ' 


^- , 


»— ' ' 


' ' 


r— ' 




' 


' 




r 


Ut fa* •"» "" ■■» •= — "~ — 
























1 C.C.C&ST.L.- CLEVELAND 




> — ' 


LJ 


' ' 

-4 




^ 


fcrj 


' ' 


' 1 


: 


k 




L_|l 


4-^ 


?* 





PEN N SYLVAN /A I?./? - CHICAGO. 




TYPES OF 

MULTIPLE STOPY 

gA/LZOAD WEIGHT STATIONS 



tt 



40/^/: 



Scate 



1 



CE SMITH & CO. st.louis.mo. 
NEW Y02IC CENTAL- CLEVELAND cons. wees. 1921 



Fig. 104 — Types of Multiple Story Freight Stations. 



No additional per diem would be incurred, as 
the freight would be handled the same day, as 
under present system. 

Deducting this extra cost from the saving of 
$657,748.00 would indicate a net saving of 
$171,548.00 to pay the return on the system of 
runways and elevators that would be required. 
This saving is in line with similar estimates 
made for Chicago. In 1915 E. H. Lee, Vice- 
President and Chief Engineer of the Belt Rail- 
way of Chicago, estimated the cost, of the pres- 
ent system of handling 1. c. 1. connecting line 



No account has been taken of the expense 
to the public in street maintenance, nor of the 
delay to other business caused by hauling this 
freight through the streets, nor can any 
amount be estimated to cover these items. 
However, they should not be ignored in the 
consideration of this subject. 

Multiple Level Freight Houses and 
Warehouses 

The remarkable success which the New 
York Central Railroad Company has had in 



186 



L. C. L. FREIGHT 



developing high buildings above its railroad ican Railway Engineering Association, which 

property at the Grand Central Terminal at made an intensive study of fifteen successful 

New York City, and the success of the Bush warehouses. Extracts from report of that 

Terminal at Brooklyn, the Forty Warehouses Committee, published in 1922, are as follows : 

at Pittsburgh, the Cupples Station at St. Louis, « Some of the prin cipal advantages of con- 

and of a number of multiple level freight structing warehouses in connection with 1. c. 1. 



73 



n 



Q 



n 



o— 



ir~ 



-4 



zr 



TT 



^ .^ 



U— 



H 



* 7 



u 



u 



STUDY FO£ FPElGtTT STATIONS ON ELEVATED PAILWAY- NEWYOBK CITY 









































































































































































































































































































































l 














' l\ * ^*r- 




A*i 












=4^ 


-d= 




It 


-++- 






^JB . 




B ^ , 


AJ> 


-Ji^t*— 


^-* 


!, JaA 







CHICAGO & ALTON- CHICAGO 




£U/C4#0. SCfel/NGTON & Ql/INCY- CHICAGO. 



TYPES OF 

MULTIPLE STOPY 

PAILPOAD FPEIGHT STATIONS 

40 O 40 FT. 

Scace 
C.E. SMITH 3 CO. st.louis, m 

CONS. ENGZS. 1921 



Fig. 105 — Types of Multiple Story Freight Stations. 



houses with warehouses above built by sev- 
eral railroads, such as the C. C. C. & St. L. 
at Cleveland and the C. & A., C. B. & O. and 
Pennsylvania at Chicago, has directed the 
attention to the possibilities of such develop- 
ment. 

At Los Angeles the United Terminal Com- 
pany has built several units of a very large 
development of Avarehouses for produce and 
other commercial uses. 

This subject was recently studied by the 
Yards and Terminals Committee of the Araer- 



freight houses may be briefly stated as fol- 
lows : 

1. The development of the air rights above 
the freight house for warehouse purposes cre- 
ates an added source of revenue which helps 
reduce the charge for high land values which 
would otherwise be absorbed entirely by the 
freight house. 

2. The warehouse, by being located on the 
railroad company's property, attracts traffic to 
the railroad which might otherwise be lost. 

3. The occupant of the warehouse is saved 
the usual time and expense necessary to truck 
his goods between the warehouse and freight 



h. C. L. FREIGHT 



187 



station. In many locations, where streets are 
narrow and already congested with traffic, this 
elimination of trucking is desirable, both from 
the standpoint of the warehouse operator and 
the municipality. 

"The extent and importance of these various 
advantages depend entirely upon local condi- 



legally restricted from engaging in such activ- 
ities. 

3. A warehouse operated by a railroad com- 
pany is governed by the regulation of the In- 
terstate Commerce Commission, which is not 
the case with a privately operated warehouse 
company. This places the railroad company 



STIiE£T 



,r-i. 



~4r- 









n^r 



n^r 



COMMERCIAL ABOVE 
HF4VY LINE 

Fee/GHT HOUSL 
BELOW HEAVY LINE 



sreeer 



^{OMS/NED COMMERCIAL BUILDING & FREIGHT HOUSE PROPOSED BY CMCfiGO RY. TERMINAL COMMI5SI0K 




correal me& d/st. (ch/cago jct./?y) cwcffGo. 



TYPE'S OF 
MULTIPLE STORY 

em/eo/H> freight stations] 

40 Q 40 FT. 

SCGLS 

C.E.SMITH & CO. st.lou/sm 
CONS. ENGRS. 1921 



Fig. 106 — Types of Multiple Story Freight Stations. 



tions, and must be determined for each indi- 
vidual location. It might be mentioned in this 
connection that the operation of buildings 
above freight stations for light manufacturing 
and other purposes has proven successful. 

"Some of the principal disadvantages' of con- 
structing warehouses in connection with 1. c. 1. 
freight houses may be expressed as follows : 

1. There might be created by this arrange- 
ment considerable interference between the 
employes and patrons of the warehouse and 
those of the freight station which would be ob- 
jectionable. 

2. Railroads are not organized to conduct a 
warehouse business, and some of them are 



on an unfavorable competitive basis with the 
private company. 

"In numerous cases the last two handicaps 
have been overcome by the railroad company 
by either organizing a subsidiary warehouse 
company to operate the property or leasing it 
for a period of years to an independent com- 
pany. 

"If a warehouse is to be most successfully 
operated in connection with an 1. c. 1. freight 
house, particularly if the latter is of some mag- 
nitude, it is desirable to eliminate interference 
between employes and patrons of the two 
facilities. It is, therefore, desirable in so far 
as possible, without a too great duplication, to 



L. C. L. FREIGHT 




WAREHOUSE GROUP AND PRODUCE TERMIHAD 

OP 

DOS ANGEDES UNION TERMIHAD COMPANY 

UNION TERMIHAD WAREHOUSE COMPANY. 



„ , «, rr„ r _____ 




ADD BUIDDIHGS COMPLETED AND 
IH OPERATION, EXCEPT D2. 
2,000,000 SQ. FT. FLOOR AREA, 



PLAN OF BUILDINGS SHOWN IX ABOVE PERSPECTIVE 



(Illustrations from 
Engineering News -Re cord 
Jan. 24, 1918.) 



Fig. 107 — Warehouse Group — Los Angeles, California. 



provide separate and independent facilities for 
each. This applies particularly to tailboard 
space, railroad trackage, shipping platforms 
space and elevator service. Adequate facili- 
ties should be provided for the warehouse 
without interfering with the freight house op- 
eration. 
Summary : 

"Summarizing the foregoing report as to the 
suggested relation between the various factors 



of design, we have the following which are 
suggested for warehouses where the turnover 
of goods is moderately rapid. 

1. One elevator should be provided for each 
forty thousand square feet of warehouse space 
served. 

2. The shipping platform area should be 
four per cent of warehouse storage floor area. 

3. There should be one car length of track 




Fig. 108— M. K. & T. Freight Station, North St. Louis. 




Fig. 109— St. L. S. W. Freight Station, North St. Louis'. 

189 



190 L. C. L. FREIGHT 

siding for each 17,600 square feet of Ware- Platform Trucks in Freight Houses 

house storage area. 

., ata, , ,j , , , J ... , Many or the railroads are still using two- 

4. 1 here should be one foot of tailboard , , . . b . 

frontage for every 1,100 square feet of ware- wheel hand trucks at their frei & ht statlons ' 

house storage area. although many have changed to four-wheel 

5. There should be 16 feet of tailboard front- hand trucks. There are no mechanical tractors 
age for each car length of siding. in use here, except at Cupples Station and C. 

"The above figures do not represent exact B..& Q. freight house, 

limits of design, but are indicative of the The two-wheel hand truck has for a long 

proper relation that should exist based on ex- time been nized as uneconomical, and is 

penence of the warehouses studied in this , . , , , . . , , , 

reoort " being superseded by four-wheel hand trucks, 

The' success of the Cupples Station of St. which in ordinary freight-house work, except 

Louis indicates that shippers will pay more where ™ n ways are narrow and distances very 

rent for space in such a building than in build- short ' show considerable saving as compared 

ings not supplied with similar railroad service. Wlth two-wheel trucks. 

This is easy to understand, as the shippers Where the volume of freight is great and 

save the cost of trucking their goods through distance long, and the platforms are wide 

the streets to and from the railroad freight enough, mechanical tractors and trailers will 

stations, and substitute for that the handling show further economy, 

by platform trucks and elevators. Under conditions favorable to the three 

There is no reason to suppose that ware- types of trucks mentioned experience has 

houses built above 1. c. 1. freight stations of shown the relative cost of handling 1. c. 1. 

individual railroads would not be just as at- freight by those methods to be about as fol- 

tractive, provided the tenants of the upper lows : 

floors were given impartial, universal service Two-wheel hand trucks 100 per cent 

to and from all railroads. Four-wheel hand trucks 60 per cent 

T , ,, , ., , . , . . , , . Tractors and trailers 15 per cent 

It all the railroads had freight houses in one 

i .• ■ i „ .. j • -yr ,, rj. The Committee recommends that greater 

location, as previously mentioned, in North St. ° 

t ■„ , j u ix. j. j. use be made of the four-wheel trucks in pref- 

-Louis, connected by runways, the tenants in v 

the upper floors would have access to all rail- erence to the two-wheel truck and that motor 

roads without the necessity of trucking tractors be installed wherever economy can be 

through the streets and without the necessity effected h Y their use. 

of any railroads loading trap cars to other rail- This subject was carefully investigated by 

roads . E. H. Lee, Vice-President and Chief Engineer 

mi, a i ™ j- t • • ut. u 1 1 of the Chicago and Western Indiana, in 1914. 

1 he development of air rights above 1. c. 1. s . . . 

r • , , , ,• t ■ 1 " -ii His conclusions are published in Bulletin 171 

freight stations for commercial purposes will . y 

, i r, . ,■ , rr ,■ ,, of the American Railway Engineering Asso- 

be a benefit to shippers by affording them eco- _ J & & 

nomical locations, to the community indirectly ciation , as follows : 

by attracting to the city shippers desiring such "Conclusions regarding the use of trucks of 
locations and directly by reducing the truck- the various types are as follows: 
ing that would otherwise be done in the (1) Motor trucks, when used without trail- 
streets, and to the railroads by providing a ers, tend to decrease the cost of trucking 

source of income which may reasonably be J. rei 8" ht - because ^ form sin f le u U " itS ° f 

, t ... , r , , \ . , , higher capacity and greater speed than do men 

expected to lift the fixed charges and overhead with two . whee l trucks ; but as their cost of op- 

from their 1. c. 1. freight stations below. eration (per day) is greater than the cost of a 

The reconstruction of the railroad freight man an d a two-wheel truck, the saving is not 

stations in North St. Louis and in .Mill Creek lar S e - u and u u nless conditions are favorable 

, T .. ... . . , , , (long- hauls, heavy packages, etc), no saving is 

Valley, as multiple storage stations, should be made When compared with a man and a f our . 

given careful consideration. wheel truck, there is no saving, for the two 



L. C. L. FREIGHT 



191 



have about the same carrying capacity, and 
the higher speed of the motor is more than off- 
set by its greater cost of operation. 

(2) Motor trucks, when used as power for 
hauling loaded four-wheel trucks as trailers, 
show favorable results and greatly decrease the 
costs per ton. They can pull six times the load 
at twice the speed of a man with a four-wheel 
truck, at about twice the expense. Motor trucks 
should therefore be used to haul and not to 
carry freight. Under such a system they form 
an efficient, reliable and economical means of 
trucking freight. 

(3) To insure full trainloads, an ample sup- 
ply of four-wheel or six-wheel trucks and dol- 
lies is necessary. 

(4) .Motor trucks, when used as tractors, 
can handle practically all kinds of 1. c. 1. freight. 

(5) Motor trucks need wide station plat- 
forms and open runways wide enough to per- 
mit two motor truck trains to pass each other 
in order to secure the best results. 

(6) "Fouling points" or "interferences" 
should be reduced or eliminated entirely. 

(7) In motor truck operation distance is a 
relatively unimportant factor, for once a train 
is made up and in motion the cost per ton per 
100 feet is low. 

(8) Under fair .conditions, on an ordinary 
freight platform, where the motor must operate 
largely as a way freight, it can handle from 150 
to 200 tons per day per motor, and do from 10 
to 15 ton-miles of trucking 

(9) Under local conditions, where the motor 
can operate as a "through freight," i. e., pull a 
solid train of five or more trailers from, origin 
to destination without a stop and with few or 
no delays, a motor can probably be expected 
to handle from 250 to 500 tons per day or do 
from 30 to 60 ton-miles of trucking. 

(10) Finally, the substitution of the four- 
wheel truck for the two-wheel truck, if condi- 
tions warrant, while it saves money, is partic- 
ularly valuable because it may be a preliminary 
step to the use of one or more motor trucks, if 
volume of tonnage and local conditions indicate 
the need of a tractor. This method of procedure 
also eliminates the danger of installing motor 
trucks at a heavy investment expense, to per- 
form work which the four-wheel truck used as 
a trailer will do more economically." 

Method for Handling to and From Railroad 
Stations 

Motor Trucks 

The development of the motor truck for haul- 
ing freight through city streets has caused 
much study of the extent to which it may be 



used economically as an adjunct to railroad 
service. As the motor truck can handle freight 
faster and at less cost on long haul than horse- 
drawn vehicles, it is peculiarly adapted to such 
service. 

The motor makes possible the consideration 
of district off-track freight stations as centers 
for store-door collection and delivery, freight 
containers, elimination of trap cars, and 
prompter service, even to those industries that 
have track connection. 

A short resume is given here of recent devel- 
opments in the use of motor trucks for handling 
freight in large cities. 

Demountable Truck Bodies 

Demountable truck bodies are used at Cin- 
cinnati for handling connecting line 1. c. 1. 
freight between railroads and between main 
and sub-freight stations. The bodies are closed 
boxes eight feet wide, seventeen feet six inches 
long, seven feet high, with doors at the rear. 
They are handled by overhead cranes. The 
trucks have a capacity of five tons. 

The bodies are placed on level with the 
freig-ht house floors. The freight is handled di- 
rectly between them and the cars. The boxes 
are loaded at the inbound houses, locked and 
sealed, and hauled to the outbound houses of 
the other railroads. After being emptied at 
the outbound house they are moved around to 
the inbound house for another load. 

The containers are used locally ; they are not 
handled on railroad cars. While the bodies are 
being loaded and unloaded the motor trucks 
are handling other bodies. 

When this system was installed in 1917 the 
freight was handled in part by horse-drawn 
drays ; their capacity had been outgrown by the 
business and the railroads were rapidly return- 
ing to the expensive, slow and unsatisfactory 
trap-car service. The new sytem showed im- 
mediate benefits in quicker interchange, re- 
leased trap cars for other service, released plat- 
form space, reduced platform labor, reduced the 
cost of transfer to the railroads, reduced loss 
and damage claims and released track room for^ 
station cars. 




Fig. 110 — Demountable Motor Truck Bodies — Cincinnati, Ohio — Loading Bodies. 




Fig. Ill — Demountable Motor Truck Bodies — Cincinnati, Ohio — Placing Body on Motor Truck. 

192 




Fig. 112 — New York Central Container Car — Ready for Shipping. 




Fig. 113 — New York Central Container Car — Placing Container on Motor Truck. 

193 



194 



L. C. Iv. FREIGHT 



Container System 

The New York Central Railroad is con- 
ducting an experiment with far-reaching pos- 
sibilities in the shipment of freight in steel 
containers. The system is not necessarily con- 
fined to 1. c. 1. freight, but may be used for 
certain freight that would otherwise be shipped 
in carloads. It is also adapted to the handling 
of express and mail. 

The freight containers are of two sizes — 7 
feet wide, weight 2,900 pounds, capacity 3,500 
pounds, and 14 feet wide, weight 4,800 pounds, 
capacity 7,000 pounds. Especially designed 
flat car with low sides carries six small or three 
large containers. When the containers are on 
the car the doors cannot be opened. Any flat 
car may be readily adapted to handling contain- 
ers. 

Containers may be loaded and locked on the 
shipping platform of the shipper, transferred to 
a motor truck, moved to a railroad siding, 
transferred to a car, transported to destination, 
transferred to a motor truck, moved to the con- 
signee, transferred to the consignee's plat- 
form and there unlocked and unloaded. 

This system reduces the number of han- 
dlings of freight, eliminates repeated checking, 
reduces the number and cost of clerks and 
truckers, practically eliminates losses due to 
theft and handling. Goods may be carefully 
packed by the shipper, frequently without crat- 
ing, with the assurance that they will not be 
disturbed until delivered. 

This system is admirably adapted to store- 
door collection and delivery for the large ship- 
pers who make shipments that will fill con- 
tainers. The extensive use of this system 
should cut down delays to trucks at freight 
houses and relieve freight houses of a great 
part of their present burdens. Cars and trucks 
can be loaded and unloaded in a fraction of the 
time now consumed in handling 1. c. 1. freight. 

Experimental trips have been made between 
New York and Chicago and between Cleve- 
land and Chicago. In a shipment of groceries 
from a Chicago firm to its Cleveland house 198 
pieces were loaded in thirty-three minutes. 
The container was transferred to the car in 



five minutes. Nothing was crated. The goods 
were received in Cleveland in good condition. 

This service cannot be substituted for the 
present method of handling 1. c. 1. freight, as 
there are so many small shippers, but it may 
be made an important adjunct. 

This system should be given careful consid- 
eration by railroads and large shippers. It 
may^-be-Trs-ed— to__iuhyjmta°[e_j3y marryshippSrS- 
whojiavjejjieir own railroadJxack. 



Columbia Terminals Tractor and Trailer 
System of Freight Handling at St. 
Louis and East St. Louis 

The 1. c. 1. freight that is handled between 
freight stations in the St. Louis-East St. Louis 
terminals and between the railroad freight sta- 
tions and the off-track stations of the transfer 
companies is handled in wagon bodies with 
side stakes and a ridge pole. Each body car- 
ries a tarpaulin which is spread in wet weather. 
The greatest distance between stations is two 
miles. 

Closed bodies were not adopted, as in Cin- 
cinnati, on account of the extra dead weight 
and the heat in summer. Movement under lock vy 
and key has not been considered necessary in/ 
St. Louis, as there has been practically n(jpi 
theft. The transfer companies' employes 
check the loading of the drays, receipt for the 
freight and get a receipt at the other end. 
This differs from the Cincinnati system, where 
the transfer companies' employes are merely 
drivers. 

The St. Louis stake wagons are hauled by 
horses and as trailers to tractors. The wagons 
and trailers are parked at inbound platforms 
for loading and at outbound platforms for un- 
loading while the horses and tractors are han- 
dling loads. The equipment is controlled by a 
dispatcher. The horses are gradually being re- 
placed by tractors. At present the tractors 
haul across the river ; the horses handle the 
shorter hauls on both sides of the river. 

It is interesting to note that the motor trac- \j 
tors take only 18 minutes to make trips that f 
take horses one hour. 

The St. Louis system has all the advantages 
of the Cincinnati system, except the movement 




Fig. 114 — Tractor and Trailor Method, Columbia Terminals Co. — Loading Trailor. 




Fig. 115 — Tractor and Trailor Method, Columbia Terminals Co. — Ready for Delivery. 

195 



196 



L. C. L. FREIGHT 



under lock and key, and is more flexible, as 
the wagons can handle at any point on the plat- 
forms of the shippers or freight houses with- 
out special preparation, other wagons may use 
the same space at other times, and no overhead 
cranes or mechanical equipment is required as 
for the Cincinnati bodies and the New York 
Central containers. 

The trailers run on a rear axle and two heavy 
truck wheels. The front end, when detached 
from the trailer, is supported on a hinged 
frame with two small wheels under the body 
which permits the trailer to be moved around 
even when detached. 

The front end of the trailer is picked up 
automatically and carried over the rear driv- 
ing- wheels of the tractor, which has four 
wheels. Thus a tractor and trailer have six 
wheels, two steering wheels, two driving- 
wheels and two trailing wheels. The trailers 
have a capacity of 9 tons ; the tractors are 3^4 
tons. The tractors average 20 miles per day 
with an average load of 6 tons. 

This service has been developed to a high 
degree of efficiency, and is very popular with 
the railroads and the shippers. 

Motor Trucks, Trailers and 
Containers Abroad 

.Motor trucks, tractor trailer and container 
systems are in use by several European rail- 
ways, largely for store-door delivery service, 
which is common in Europe. 

The Engdish railways have used railway con- 
tainers for some years, particularly in handling 
mail, baggage and express to and from steam- 
ers to France and Ireland. 

Bibliography of Motor Truck, Trailer and 
Container System of Freight Handling 

As so much attention is being given to this 
subject it is considered desirable to reprint 
here a bibliography on the subject prepared by 
the Yards and Terminals Committee of the 
American Railway Engineering Association, 
which appears in the 1922 report of that Com- 
mittee. 

Motor Trucks for 1. c. 1. Freight Service at 
Cincinnati. — Engineering News Record. March 
11, 1920; pp. 495-508. 

Motor Truck Service for 1. c. 1. Transfer and 



Store Door Delivery. — Engineering News Rec- 
ord, October 21, 1920; p. 785. 

Motor Trucks in Terminal Service. — Engi- 
neering News-Record, December 16, 1920; pp. 
1163,1194. 

Container System for Freight Transporta- 
tion on the New York Central Railroad. — En- 
gineering News-Record, March 31, 1921; p. 

557. 

Tractor-Trailer Service for 1. c. 1. Freight 
Transfer at St. Louis. — Engineering News- 
Record, May 19, 1921 ; p. 852. 

Motor Truck Freight Transfer by European 
Railwavs. — Engineering News-Record, Tune 
2, 1921'; p. 954. 

Tractor-Trailer Freight Service at Chicago 
— Electric Railway Journal, July 23, 1921 ; p 
133. 

Motor Trucks Replace Trap Cars. — Railway 
Age, Sept. 7, 1917; p. 427. 

Expediting Movement of 1. c. 1. Freight at 
Cincinnati. — Railway Age, August 6, 1920; p. 
219. 

Container System of Freight Transportation. 
— Railway Age, September 24, 1920; p. 151. 

Unit Containers for Freight Shipments. — 
Railway Age, October 22, 1920 ; p. 684. 

Container Car in Express Service on New 
York Central Railroad. — Railway Age, Febru- 
ary 4, 1921 ; p. 315. 

Proposed Container System at New York. — 
Railway Age, February 25, 1921 ; p. 474. 

Container Car for 1. c. 1. Service on N. Y. C. 
R. R.— Railway Age, April 8, 1921 ; p. 905. 

Container Car in Mail Service. — Railway 
Age, May 13, 1921 ; p. 1128. 

Standard Freight Container as Auto Truck 
Body. — Railway Review, June 12, 1920; p. 
1015. 

Steel Containers Handle Express on New 
York Central Railroad. — Railway Review, Feb- 
ruary 5, 1921 ; p. 214 ; and April 16, 1921 ; p. 600. 

Expediting Mail Service. — Railway Review, 
May 28, 1921; p. 811. 

The Container System on British Railways. 
— Railway Review, September 10, 1921 ; p. 328. 

Tractor Method of Handling 1. c. 1. Freight 
and Using Demountable Van Bodies for Han- 
dling Freight. — Proceedings of Freight Station 
Section, A. R. A., 1921. 

Container System of Handling Freight on 
Interurban Electric Railway Between Cincin- 
nati, Ohio, and Aurora and Harrison, Indiana. 
— Railway Age, February 25, 1922. 



GRADE CROSSINGS 



Railroad Grade Crossings river front in a different order than that in 
There are many railroad grade crossings in which the railroads enter the city. For ex- 
the St. Louis-East St. Louis railroad terminals, ample, the B. & O. enters from the east, south 
At many of these crossings there are also con- of the Pennsylvania, but its freight house and 
nections where freight is interchanged. So terminal is north of the Pennsylvania. Hence 
long as the present system of competition in there is a crossing of those two roads near Re- 
railroading continues many of these railroad lay Depot. 

crossings will be necessary. Most of the con- The C. C. C. & St. L- enters from the north, 

nections will also be required for free circula- but its freight house is the farthest south of 

tion of cars in interchange between railroads, all the north and east lines, necessitating 

and as the connections must be at grade most crossing over the C. P. & St. L.. T. St. L. & 

of the crossings will be continued at grade. W., Wabash, C. B. & 0., B. & O., Pennsyl- 

Wherever it appears that railroad crossings vania, Eads Bridge tracks and L. & N. 

can be separated and that in time conditions By exchanging only three of the East St. 

will require their separation, no permanent Louis freight houses ; that is, moving the L. & 

improvements should be made that would pre- N. into the C. C. C. & St. L. house, the B. & 

vent the separation at some time in future. °. into the L. & N. house and the C. C. C. & 

Wherever railroad crossings are not needed St. L. into the B. & O. house, six grade cross- 

they should be eliminated. The plan recom- in gs would be eliminated as follows : 

mended by the Committee for the use of outer C. C. C. & St. L. across L. & N., 

group yards, and for the separation of passen- ^. C. C. & St. L. across Eads Bridge tracks, 

, '■ c ,1 r ■ i, . , ,i C. C. C. & St. L. across B. & O., 

ger trains from the freight tracks on the sur- „ ~ ^ :i Z 1 " ' 

? . _ . . . C. C. C. & St. L. across Pennsylvania, 

race in East St. Louis, automatically eliminates B & O across Pennsylvania 

the handling of a great deal of traffic across B. & O. across Eads Bridge tracks, 

other railroads. Some new construction would be required. 

Northeast of Bridge Junction, where the but the Committee believes that the benefits 
Wabash crosses the C. P. & St. L., T. St. L. to be derived will justify the expenditures. 
& \Y., and the Southern in reaching the Stock More grade crossings near Relay Depot and 
Yards, and where the C. P. & St. L- and T. Bridge Junction can be eliminated by further 
St. L. & W. also reach the Stock Yards, a com- swapping, but extensive changes would be re- 
plicated junction is made which can be done quired to adapt the present freight houses 
away with entirely by the use of outer yards, north of the Pennsylvania for the use of the 
The Stock Yards business of those railroads railroads in the proper order. The changes 
can be handled in and out at its extreme east that would be required would amount to prac- 
end and over the Illinois Transfer Railway tically reconstructing the facilities. The Com- 
and the V. & C. belt of the Southern Railway, mittee believes that if there be any further 

In the vicinity of Bridge Junction and Relay rearrangement of freight houses they should 

Depot in a distance of one mile there are be built north and south between Bridge Junc- 

twenty-five railroad grade crossings that cause tion and Missouri avenue. When so rebuilt 

considerable delays in the handling of freight, only nine grade crossings would remain out 

These are due to the location of the freight of twenty-five, ten more would be eliminated 

houses and termini of the railroads along the in addition to the six eliminated by the pre- 

197 




w 

o 



o 



M 

£ 



198 




199 




200 



GRADE CROSSINGS 



201 




Fig. 119 — L. & N. Freight Station — East St. Louis. 




Fig. 120— C. C. C. & St. L. Freight Station— East St. Louis. 

vious change, a total of sixteen clone away extensive change in the northerly houses at 
with. present, but recommends that plans for that 
The Committee recommends that the rail- change in future be agreed upon by the in- 
roads proceed at once to bring about the ex- terested railroads and that no improvements 
change of the three freight houses mentioned, be made therafter that would make the change 
The Committee does not recommend the more more difficult or expensive. 



202 



GRADE CROSSINGS 




Fiar. 121 — B. & O. Freight Station — East St. Louis. 



The second step would release a valuable 
strip of property that would be available for 
future industrial development in connection 
with the river. 

The second step would wipe out the pres- 
ent Burlington yard, which, however, is not 
very extensive. The Committee's plan makes 
provision for a new yard for the Burlington, 
but if the railroads adopt the outer group yard 
plan recommended by this Committee, the C. & 
A. will have an excess of yard capacity north 
of Bridge Junction, entirely sufficient to fur- 
nish the Burlington all it may require. 

Grade Crossings of Railroad and Streets 

There are about 350 highway grade crossings 
in the St. Louis-East St. Louis railroad ter- 
minals, 200 on the west side and 150 on the 
east side. There are many more potential 
grade crossings in undeveloped districts, of 
streets that were platted and recorded before 
railroad tracks were built and that some day 
may be opened across the tracks. 

Many of the grade crossings are over switch- 
ins: tracks in industrial districts that are nec- 



essary to the success of the industries, and will 
probably be continued indefinitely. 

Many of the grade crossings are over rail- 
road tracks that occupy streets longitudinally 
as the Terminal Railroad Association in 
Twenty-first street, East St. Louis, the Wabash 
and Terminal Railroad Association in Second 
street, North St. Louis, the Manufacturers' 
Railway in Second street, South St. Louis, the 
Terminal Railroad Association in Hall street 
and First street, the Burlington Railroad in 
First street, North St. Louis, the Missouri 
Pacific Railroad in First street, Front street 
and Poplar street, South St. Louis, the St. 
Louis Transfer Railway used by the Ter- 
minal Railroad Association in Lewis street and 
on Front street and the tracks of several rail- 
roads on the wharf. 

Most of the crossings in St. Louis are along 
the river front, east of Third street. As there 
is only a narrow strip between them and the 
river, the highway traffic over most of them 
is comparatively light. 



GRADE CROSSINGS 



203 



The rerouting of east side passenger trains 
over the Municipal Bridge and the north and 
south extensions of the .Merchants Elevated 
in St. Louis north to North Market street, and 
south to Rutger street, will remove all pas- 
senger traffic and a large amount of freight 
traffic from streets now used and crossed at 
grade, although the surface tracks would con- 
tinue to be used for freight movements. 

The use of the Merchants Elevated and 
south extension between Mill Creek Valley and 
South St. Louis by the Missouri Pacific will 
eliminate the Poplar street track and seven 
grade crossings. 

The grade crossing situation in East St. 
Louis is somewhat different from the St. Louis 
situation. 

The business section of East St. Louis is 
entirely enclosed by railroad tracks ; on the 
north by the B. & O. and Pennsylvania; on 
the east, by the Alton & Southern. Terminal 
and Southern Belts ; on the south by the 
Southern and Illinois Central, and on the west 
by the tracks running north and south along 
Cahokia Creek. 

East St. Louis is developing rapidly as an 
industrial center and its logical expansion in- 
dustrially is northwardly, north of the B. & O. 
and Pennsylvania, and southwardly, south of 
the Illinois Central. The residental district 
is growing eastwardly from the belt lines. 
Grade crossing elimination therefore is vital 
to the community. 

Proceedings for the separation of grades 
where North Ninth street crosses the South- 
ern Belt, the Terminal Belt, the B. & O. and 
the Pennsylvania at the Willows, and where 
South Eighth street intersects the Illinois 
Central in East St. Louis, are now under way. 
The separation of grades at these points will 
open the north and south industrial territory 
of the City. 

The carrying- out of Plan "E" for rerouting 



east side passenger trains as recommended by 
this committee will eliminate the grade cross- 
ings at Trendley avenue and Missouri avenue 
for highway traffic to and from the freight 
houses along the river front, and at South Main 
street, South Fourth street. South Eighth 
street, South Tenth street, Brady avenue, Con- 
verse avenue, Bond avenue, Market street, and 
Trendly avenue, on the Southern for traffic 
to and from the Municipal Bridge and the 
south industrial district. Plan "E" also pro- 
vides for the elimination of the Broadway via- 
duct by placing Broadway under the railroad 
tracks, which would be raised somewhat. 

The Committee also recommends that in 
working out the details of Plan E, considera- 
tion be given in the profile of the east approach 
to the elimination of the grade crossings at 
St. Clair avenue over the Pennsylvania, B. 
& O. and L. & N., as it is a very important 
crossing, being the only important highway 
artery to the Stock Yards District and to 
the communities to the north. 

The grade crossings in industrial districts 
should be so adjusted as not to interfere with 
the necessary service to industries. 

The Committee believes that it is not finan- 
cially practicable to eliminate all highway 
grade crossings as a part of the plan of this 
report, and that the principal crossings should 
be a matter of negotiation between the in- 
dividual railroads and the communities. 

This committee recommends that each rail- 
road study its grade crossing problems in the 
St. Louis-East St. Louis terminals, with rep- 
resentatives of the various communities, that 
general plans be agreed to for the future elim- 
ination of such crossings as it seems desir- 
able to eliminate at some future time, and that 
thereafter in locating industries and making 
improvements nothing be done by either the 
railroads or the communities that would make 
it more difficult to eliminate any crossings. 



OS 




pa c j j? j c 



204 



RIVER TRANSPORTATION 



St. Louis and East St. Louis River Front. 

The City of St. Louis extends 20 miles along 
the west bank of the Mississippi River. About 
one-half the frontage is owned by the City; 
the remainder is owned by private interests, 
partly by railroads. This entire length of river 
front is served by railroads. The City owns 
railroad tracks from Arsenal street to the north 
City limits, about 14 miles, which are open to 
the use of all railroads on equal terms. Very 
little of the City-owned river front is tied up 
by long term grants, which makes it possible 
to develop it for industries requiring access 
to the river. 

The City of East St. Louis extends along 
the east bank for only 2y> miles, which 
is almost entirely owned and occupied by 
railroads. St. Clair County south of East entire year between New Orleans and Cairo, 



such as the Aluminum Company of America, 
the United States Steel Corporation and others, 
have handled part of their freight on the river 
in recent years by modern steel towboats and 
barges. 

During the period of Federal control of the 
railroads, the United States Railroad Adminis- 
tration established freight service on the Lower 
Mississippi River between St. Louis and New 
Orleans with modern barges and steam tow- 
boats. At first a number of old steamboats 
and barges were purchased and leased pending 
the construction of forty 2,000-ton closed-top 
cargo barges and six 2,000 horse-power screw- 
propelled towboats. This new equipment has 
been completed and placed in service. 

Nine feet minimum depth is available the 



St. Louis and Madison County to the north 
extend along the east bank of the river op- 
posite St. Louis, their entire front being pri- 
vately owned. 

On the two sides of the river there are forty 
miles of river front within the "Port of St. 
Louis," available for water front development, 
of which only a part has been developed. 

River Traffic and Equipment 



about one hundred and eighty miles below St. 
Louis. Eight feet minimum depth is available 
for ten months of the year between St. Louis and 
Cairo ; the remaining two winter months are 
interfered with by ice and low water. 

For the Upper Mississippi River, President 
Wilson made an appropriation out of his emer- 
gency fund for floating equipment to handle 
Ilinois coal from East St. Louis to St. Paul, 
and Minnesota iron ore from St. Paul to St. 



In the old steamboat days the St. Louis river Louis. For this service four 2,000 horse-power 
front was the scene of great activitv as it was stern-Avheel towboats and nineteen 3,000-ton 
the center of operation of the packet type of open-deck barges have been completed, but 



steamboat plying on the Upper and Lower Mis- 
sissippi. Missouri, Illinois, Ohio, Cumberland, 
Tennessee, Arkansas, White and Red Rivers 
and their tributaries. Although the rivers have 
been improved by the United States Govern- 
ment, the river traffic has gradually dwindled 



not yet placed in that service. 

Five feet depth is available eight months 
of the year between St. Paul and St. Louis. 
The remaining four months are interfered with 
by ice and low water. 

Upon the termination of Federal control of 



away as railroads developed along the river the railroads, the barge service on the lower 
banks. The old type packet could not com- river was turned over to the War Department, 
pete with the railroad, and it was relegated to and has since been operated by the Mississippi- 
excursion traffic and to serve points having Warrior Section of the Division of Inland 
inadequate railroad service. Large industries, Waterways. 

205 




Fig. 123 — U. S. Government Upper River Towboat and Barges. 




Fig. 124 — U. S. Government Lower River Towboat and Barges. 

206 



RIVER TRANSPORTATION 



207 



River Policy of United States Government 

The policy of Congress with reference to 
this Government activity was expressed in the 
Transportation Act of 1920. Under section 412 
of that act, the two paragraphs under sub- 
division "a" of the 13th paragraph of section 
6 of the Interstate Commerce Act was amended 
so as to read as follows : 

"(a) To establish physical connection be- 
tween the lines of the rail carrier and the dock 
at which interchange of passenger or property 
is to be made by directing the rail carrier to 
make suitable connection betwen its line and 
a track or tracks which have been constructed 
from the dock to the limits of the railroad 
right of way, or by directing either or both the 
rail and water carrier, individually or in con- 
nection with one another, to construct and con- 
nect with the lines of the rail carrier a track 
or tracks to the dock. The Commission shall 
have full authority to determine and prescribe 
the terms and conditions upon which these con- 
necting tracks shall be operated, and it may 
either in the construction or the operation of 
such tracks, determine what sum shall be paid 
to or by either carrier ; Provided, That con- 
struction required by the Commission under 
the provisions of this paragraph shall be sub- 
ject to the same restrictions as to findings of 
public convenience and necessity and other 
matters as in construction required under sec- 
tion 1 of this act." 

Under section 413 of the act, paragraph "c" 
of the 13th paragraph of section 7 of the In- 
terstate Commerce Act is amended to read as 
follows : 

"(c) To establish proportional rates, or max- 
imum, or minimum or maximum and minimum 
proportional rates, by rail to and from the ports 
to which the traffic is brought, or from which 
it is taken by the water carrier, and to deter- 
mine to what traffic and in connection with 
what vessels and upon what terms and condi- 
tions such rates shall apply. By proportional 
rates are meant those which differ from the 
corresponding local rates to and from the port 
and which apply only to traffic which has been 
brought to the port or is carried from the port 
by a common carrier by water." 

In the power to regulate rates under sec- 
tion 422 of the Transportation Act, a new sec- 
tion 15a is added, by which the pOAver to fix 
rates expressly excludes inter alia any belt 
line railroad, terminal switching railroad, or 
other terminal facility, owned exclusively and 



maintained, operated and controlled by any 
State political subdivision thereof. 

Section 500 of the act provides as follows : 

"It is hereby declared to be the policy of 
Congress to promote, encourage, and develop 
water transportation service, and facilities in 
connection with the commerce of the United 
States, and to foster and preserve in full vigor 
both rail and water transportation. 

"It shall be the duty of the Secretary of 
War, with the object of promoting, encourag- 
ing, and developing inland waterway trans- 
portation facilities in connecton with the com- 
merce of the United States, to investigate the 
appropriate types of boats suitable for differ- 
ent classes of such waterways ; to investigate 
the subject of water terminals, both for inland 
waterway traffic and for through traffic by 
water and rail, including the necessary docks, 
warehouses, apparatus, equipment, and appli- 
ances in connection therewith, and also rail- 
road spurs and switches connecting with such 
terminals, with a view to devising the types 
most appropriate for different locations, and 
for the more expeditious and economical trans- 
fer or interchange of passenger or property be- 
tween carriers by water and carriers by rail ; 
to advise with communities, cities, and towns 
regarding the appropriate location of such ter- 
minals and to co-operate with them in the prep- 
aration of plans for suitable terminal facil- 
ities ; to investigate the existing status of water 
transportation upon the different inland water- 
ways of the country, with a view to determin- 
ing whether such waterways are being utilized 
to the extent of their capacity, and to what 
extent they are meeting the demands of traffic, 
and whether the water carriers utilizing such 
waterways are interchanging traffic with the 
railroads ; and to investigate any other matter 
that may tend to promote and encourage in- 
land water transportation. It shall also be 
the province and duty of the Secretary of War 
to compile, publish and distribute, from time 
to time, such useful statistics, data, and in- 
formation concerning transportation on inland 
waterways as he may deem to be of value to 
the commercial interests of the country." 
Volume of River Freight 

During 1920 the normal movement of freight 
between St. Louis and New Orleans amounted 
to about 5,000 tons per month. During Octo- 
ber, 1920, the amount was as follows : 

St. Louis local freight 346 tons 

Through freight to and from points 
northwest and northeast of St. 
Louis making river rail transfer 
there 5>1 5 1 tons 




I 




Fig. 125 — Log and Lumber Derrick — St. Louis River Front. 




Fig. 126 — Southern Ry. Coal Dock — East St. Louis. 
208 



RIVER TRANSPORTATION 



209 



Shippers who did not use the barge line dur- 
ing the remainder of that year were not slow 
to avail themselves of its service during the 
Switchmen's strike in May, 1920, when the 
railroads were crippled. During that month 
the amount of freight handled was as follows : 

St. Louis local freight 4,661 tons 

Through freight 10,674 tons 

During 1921 the freight handled by the barge 
line at St. Louis averaged about 15,000 tons 
per month. 

River Terminal Facilities 

The service that the barge line could per- 
form has been limited by the lack of proper 
terminals and facilities for effecting the trans- 
fer of freight between land and water carriers. 

New Orleans is well supplied with docks 
and transit sheds, but as they have been used 
almost exclusively by ocean going boats which 
carry their own mechanical equipment, the 
docks have not been properly equipped for the 
river barges. This deficiency is being corrected 
by the co-operation of the local and national 
governments. 

No river terminal facilities are available at 
Vicksburg or Cairo or smaller cities along the 
river, but the Federal government is getting 
ready to build them. At Memphis the local 
and national governments are co-operating in 
the construction of river terminals. 

There is a general impression that the facil- 
ities for transferring freight between water and 
land at St. Louis are confined to those afforded 
by the wharf boats and paved wharf along the 
river front adjoining the business district be- 
tween the Eads Bridge and the Municipal 
Bridge. On the contrary many other facilities 
are available. 

Four lumber companies have log and lum- 
ber derricks on the river front, to unload logs 
and lumber from rafts and barges on the 
river. This type of derrick is admirably adapt- 
ed for handling a large number of other com- 
modities that can be carried by water to much 
better advantage than by rail. These derricks 
well illustrate the manner in which the river 
front can be used by private industries for 
their commodities. Additional derricks can be 
installed at comparatively small expense. 



Just below the Municipal Bridge on the East 
St. Louis river front the Southern has coal 
unloading hoppers. The depth of water in 
front of the hoppers and the elevation of the 
hoppers are such as to permit transferring coal 
from cars to barges at all stages of the river. 
This will enable the transfer of a greatly in- 
creased tonnage of coal from cars to barges at 
that point. Coal from any mines can be un- 
loaded here as the Southern Railway has a 
belt line around East St. Louis that connects 
with all railroads. 

The Aluminum Ore Company has con- 
structed a dock for the handling of aluminum 
ore from barges to cars and coal from cars 
to barges on the East St. Louis river front. 
This dock is available for the handling of a 
greatly increased tonnage and variety of com- 
modities other than the coal and ore for which 
it was built; it is on the Alton & Southern 
Railroad, which connects with nearly all east 
side railroads. 

The Mississippi Valley Iron Company, 
which operates blast furnaces in South St. 
Louis, has been very active in promoting the 
handling of coal and ore on the Mississippi 
River by barges and towboats. Its river front 
is now being prepared for the installation of 
a large ore bridge for handling ore from barges 
to the ore piles, which will also be available for 
handling pig iron from the blast furnaces to 
boats and barges. 

There are five grain elevators with storage 
bins on the St. Louis river front, three of 
which are now equipped for transferring grain 
between rail and boat. These elevators have 
good boat landings and are capable of han- 
dling a greatly increased volume of grain. 

There are twelve points on the Mississippi 
River front at St. Louis where railroad in- 
clines for transferring cars to and from trans- 
fer boats are now being maintained or have 
been maintained in the past. Those that have 
been maintained in the past could be restored 
if required. These inclines have been used 
in the past for transferring cars between rail 
and barges. Railroad cars may be placed on 
them alongside of boats and freight transferred 
on the level between boats and cars. 











' . '. ■'•:." :■ ■ ■■•■ :■:■ . ' .'. , ,: 





Fig. 127 — Burlington Grain Elevator, North St. Louis. 




Fig. 128 — Direct Transfer of Freight River-Rail — St. Louis River Front. 

210 



RIVER TRANSPORTATION 



211 



Cradles move up and down these inclines 
to bring car floors level with the deck of barges 
and boats. All these inclines were furnished 
with adequate railroad connections and conven- 
ient switching yards. By the assistance of switch 
engines in placing cars on and removing cars 
from these cradles, cars can be loaded and un- 
loaded at each incline. The use of these inclines 
for the above purpose will greatly facilitate and 
cheapen the transfer of certain classes of freight 
between cars and boats at St. Louis. 

The East St. Louis Dock and Warehouse 
of the Kansas City, Missouri River Naviga- 
tion Company, which has been in operation 
for some time, is now owned and used by the 
Government barge line. 

St. Louis is very fortunate in having avail- 
able one of the very best locations on the 
river for the construction, repair and remodel- 
ing of barges and boats, the marine ways and 
docks at South St. Louis. The river front at 
this point consists of a slope of solid rock, 
on which the rails of the marine ways are 
located. The marine ways occupy a length 
along the river of about 900 feet and a width 
of about 600 feet. The cradles and rails will 
accommodate six large barges, or boats of 
similar size, simultaneously, and the surround- 
ing land is sufficient to provide room for all 
necessary buildings and equipment to assem- 
ble and manufacture the parts for the boats 
to be made on these ways. Additional land 
similarly situated north of the ways is avail- 
able for future expansion. 

The Government is now building for its 
barge line operations a floating river rail ter- 
minal on the East St. Louis river front, and 
a river rail terminal on the St. Louis river 
front at Rutger street. 

North Market Street Municipal Dock 

In spite of the fact that St. Louis and East 
St. Louis were already quite well provided 
with river rail terminals and mechanical handling 
facilities, most of which, however, wdiile hav- 
ing capacities far in excess of the business 
moving through them, were limited in scope 
to certain commodities, the City Administra- 
tion of St. Louis, in 1916, appropriated funds 
for the construction of a modern river rail 



terminal of permanent construction at North 
Market street, so designed as to permit the 
installation of any type of mechanical equip- 
ment that has been successfully used in the 
transfer of freight between water and land, 
and thereafter appropriated additional funds 
from time to time as business recpiired, until 
today the dock stands 60 per cent complete, 
after an expenditure of $600,000.00. 

li was the intention of the City to continue 
to appropriate funds for the completion of 
this dock in the immediate future, but in view 
of the Goverment having appropriated funds 
for a dock in South St. Louis and one in East 
St. Louis, as well as at Cairo, Memphis, Vicks- 
burg and New Orleans, work on the North 
Market Street Dock under municipal appro- 
priations practically stopped and there are 
now no appropriations for the completion of 
the North Market Street Dock. 

The building of the North Market Street 
Dock was carried out in such a way, however, 
that after the first 25 per cent w r as completed 
that much and any additions could be used 
efficiently. At the present time the Govern- 
ment is making use of the North Market Street 
Dock in the transfer of practically all freight 
for the barge line. The capacity of the North 
Market Street Dock today is at least 2,000 
tons per day. The Government has not ex- 
ceeded 1,000 tons per day and does not aver- 
age over 500 or 600 tons per day. 

The completion of the dock does not re- 
quire any additional river construction, but 
merely an increase in the number of mechanical 
handling facilities, warehouses, railroad tracks 
and platforms. When the present structure is 
so equipped, this dock will have a capacity 
of 10,000 tons per day, far in excess of the 
capacity of all the river carriers now serving 
St. Louis, even though there were no other 
river rail terminals. 

At the present time the North Market Street 
Municipal Dock consists primarily of a rein- 
forced concrete river wall, 900 feet long, reach- 
ing from 10 feet below low water to the highest 
flood stage. 

Four of the new large Goverment barges 
can be placed alongside this dock for load- 




w 



O 






212 




213 




214 



RIVER TRANSPORTATION 



215 



ing and unloading simultaneously. Upstream 
from the concrete wall is a pile fender 2,000 
feet long for tying up loaded barges prepara- 
tory to dropping them down before the dock 
for unloading and reloading - . Downstream 
from the concrete wall it is expected to build 
a similar pile fender to which reloaded barges 
may be dropped and tied up until the towboat 
is ready to take them away. 

On top of the dock are two twin overhead 
gantry cranes carrying four electric telpher 
hoists. These hoists can reach every point 
from the far outer edge of the barges to the 
warehouse floor, without interfering with any 
of the operations on top of the dock or on the 
railroad tracks. These have been in success- 
ful operation for several months and have al- 
ready proven the correctness of their design. 
An operator in a telpher easily handles twice 
as much tonnage as an operator in a locomo- 
tive crane. 

There are also several locomotive cranes on 
the dock, a spiral gravity conveyor, a continuous 
belt conveyor and several chutes. It has been the 
intention to install more spiral gravity con- 
veyors, continuous belt conveyors and over- 
head gantries to increase the mechanical han- 
dling capacity as requirements demand. 

On the land side there are now two ware- 
houses covering 40,000 square feet, and also 
railroad tracks on which 70 railroad cars may 
be placed at one time for loading and unload- 
ing. Space has been provided, and the ulti- 
mate plans call for warehouses cover- 
ing 150,000 square feet. The ultimate plans 
call for railroad tracks alongside platforms 
for loading and unloading 300 cars at 
one time, with storage tracks for 1,000 cars 
adjoining the terminal. 

Developments indicate that the North Mar- 
ket Street Dock is well located and designed, 
now has a capacity several times the amount 
that is moving and, Avhen finished, according 
to the plan's, will have a capacity of 10,000 tons 
per day, far in excess of the carrying capacity 
of the floating equipment. 

In view of the fact that the Government has 
appropriated funds for dock construction at 
St. Louis as well as elsewhere, it will be diffi- 



cult, if not impossible, to secure any more 
large appropriations from the City for dock 
construction, or for the completion of the North 
Market Street Dock. However, the City of- 
ficials have expressed a willingness to spend 
on the docks all amounts collected as wharfage. 
As this will not complete the dock fast enough, 
more money must be found. 

The completion of the North .Market Street 
Dock, according to the plans for its ultimate 
development, should be carried forward as 
rapidly as the requirements of river traffic 
necessitates. 

Improvement of St. Louis River Front 

As the Mississippi River hugs the high 
ground on the St. Louis side, there are 
stretches where the river front is quite narrow. 
As the East St. Louis levees have been com- 
pleted and as the bridges definitely fix the 
channel, no change is possible between the 
Merchants and the Municipal bridges. 

Below the Municipal Bridge it is possible 
to increase the space available for river front 
development in South St. Louis by shifting 
the harbor lines to the east starting at the 
Municipal Bridge, increasing to a maximum 
of about 140 feet at Lesperance street, and 
running out near Potomac street. There are 
no improvements on the east bank that would 
prevent the change. In fact, the east river 
front has never been filled out. An agree- 
ment was reached several years ago between 
the owners of the east river front who would 
lose land, and the owners of the west river 
front, including the City of St. Louis, who 
would gain land, but the City was not ready at 
that time to appropriate the necessary funds. 

This, improvement should be carried out 
as the extra width of river front that St. 
Louis would gain will be needed more and 
more as time goes on for railroad tracks and 
river landings. 

Above the Merchants Bridge the river 
makes a long bend to the w r est and then to 
the east for a distance of six miles to the 
Chain of Rocks. On the St. Louis concave 
side of the bend there is the usual swift cur- 
rent and bank cutting; which makes it diffi- 




Fig. 132 — Present and Proposed Harbor Lines Above Merchants Bridge. 

216 



MOTOR TRUCK RUNWAYS 
IN EACH BLOCK EXTENDING 



MOTOR TRUCK 
RUNWAY 




RECEIVING 



SHIPPING 
FLOORS. 



PROFILE OF NORTHMARKET ST. 



cc 
< 

5 



tn 



cc 



ft 

© 

o 



O 

< 

O 
cc 



' 



.g7o 6r. 



< ft ^ L^. r : *?. 



JJ^^— £ 



PROFILE OF TYLER ST. 




H 

CO 



O 



8 1 1 7o Gr. tD I 17 r 



>■ 
cc 

CD 



PROFILE OF BIDPLE ST. 



.&%£** 



O 
T3E- 

X 
I- 



C 7/2o loGr. <A 

„ M>W , MM w;;, '■' ' 



_^s^— 



>jj»}wm. 



PROFILE OF WASHINGTON AVE. 




in 




in 

o 


h- 




z 


in 




o 


cc 




o 






Ul 


u. 


1.38 7o.Gr. 


i/) 









3.n7o Gr. 



in 
cc 

X 

h 



PROFILE OF MARKET ST. 

TYPICAL CROSS SECTION OF PROPOSED ULTIMATE 
WAREHOUSE- RAILROAD AND DOCK DEVELOPMENT 
OF ST. LOUIS WATER FRONT 



too 



I92\ 



HORIZONTAL SCALE •--« VERTICAL SCALE 

PREPARED FOR ENGINEERS COMMITTEE INVESTIGATING 
/• e ■STiVS!!f l . S "JE AS I STL0U » S RAILROAD TERMINALS 

C.E. SMIT H & CO. CONSULTING ENGINEERS 



Fig. 133— Proposed Ultimate Development of St. Louis Water Front. 

217 



218 



RIVER TRANSPORTATION 



cult and expensive to maintain the bank, and 
will make any river terminal there extremely 
dangerous to operate. 

On the east convex side of the bend there is 
the usual shallow water and sand bars. Islands 1 
and sloughs occupy the east bank for over 
two miles back to the main land at the wid- 
est point. 

To correct this condition by making the 
river cut across the bend, a dyke was built 
several years ago at the Chain of Rocks. 
Since that time the upper head of the island 
or sand bar has receded over 3,000 feet and 
a slough in a fairly direct line across the 
sand bar has widened appreciably. 

This process of river straightening should 
be controlled before the vagaries of the river 
result in further detours. If this river 
straightening be properly directed and con- 
trolled, the east river bank will be available 
for river terminal construction by reason of 
the worthless sand bar being washed away, 
the west river bank will be available for river 
terminal construction by reason of the sharp 
curve, bank cutting and swift current being 
eliminated, and about 2,700 acres of valuable 
river front land will be added to St. Louis. 

The riparian owners on both sides of the 
river should co-operate to direct control and 
expedite this straightening of the river above 
the Merchants Bridge. 

The river front above and below the Eads 
Bridge is somewhat inaccessible to the busi- 
ness district by reason of the steep grades on 
the east and west streets. At Washington 
avenue the grade from the wharf to First street 
is about 10 per cent, from Second to Third 
street is about 7.5 per cent. At Olive street 
the grade from the wharf to Commercial street 
is over 16 per cent and from Second to Third 
street is 5.25 per cent. Notwithstanding these 
heavy grades, the river front from Tyler street 



to Chouteau avenue is one of the best 1. c. 1. 
freight producing sections in the business dis- 
trict. 

In view of this fact the best economic de- 
velopment of this territory should be planned 
as a whole, taking into account particularly 
its strategic location, for industrial purposes. 

In recent years a great many plans have 
been suggested for the improvement of the 
river front, particularly the report of a Com- 
mittee of five Engineers submitted to the 
Chamber of Commerce and the Commercial 
Club, dated February 6th, 1917. 

The following suggestion which was origin- 
ally submitted to the City Plan Commission 
by C. E. Smith, consulting engineer, is also 
submitted. 

Although the wharf space owned by the 
City along this property is quite narrow, it 
is wide enough for the construction of a ver- 
tical river wall similar to the wall at North 
Market street, with fill behind. The clearance 
under the Merchants elevated structure will 
permit the fill behind the wall to be carried 
up six feet and the top of the wall placed above 
high water. 

Such a wall could be surmounted by several 
floors for shipment, receipt and storage of freight. 
Tenants of buildings as far west as Fourth 
street could have access to the river front 
over elevated runways and bridges, connecting 
through from Fourth street to the river front. 

The lower floor on the wharf could be used 
by trucks. The next floor, level Avith the ele- 
vated structure, would be served by railroad 
tracks. All floors would be served from the 
river by means of elevators and hoists. 

The upper floor or roof of the structure 
could be built level with the upper roadway 
of the Eads Bridge and serve as a river front 
plaza between the Eads and Municipal bridges. 



ELECTRIFICATION 



The electrification of the St. Louis terminals 
of the Terminal Railroad Association was stud- 
ied in 1911 by a Committee on Terminal Rail- 
road Electrification of the Civic League of St. 
Louis consisting of : 

Prof. A. S. Langsdorf, Acting Chairman. 
Jos. R. Barroll, House Manager, Butler 

Bros. 
V. W. Bergenthal, Assistant Sales Man- 
ager, Wagner Electric Manufacturing 
Company. 
Hanford Crawford. 

II. N. Davis, President, Smith-Davis Man- 
ufacturing Company. 
Dr. W. E. Fischel, Physician. 
Daniel N. Kirby, Nagel & Kirby, Lawyers. 
R. H. Phillips, Consulting Engineer. 
J. J. Wertheimer, President Wertheimer- 

Swarts Shoe Company. 
J. L. Van Ornum, Professor Civil En- 
gineering, Washington University. 
Pertinent extracts from that report are as 
follows : 

''The chief difference between the New York 
situation on the one hand, and that in Chicago, 
Boston and St. Louis on the other, is that 
while electrification was forced in New York 
by the existence of the tunnels, no such rea- 
son exists in the other three cities. If the Bos- 
ton terminals should be electrified, it will 
be brought about largely because of a pro- 
posed tunnel to connect the North and South 
Stations. The arguments advanced in favor 
of electrification are based almost entirely upon 
the freedom from smoke that would come with 
it and the greater comfort and convenience of 
the traveling public. 

"It may be contended that the Eads Bridge 
would be much more useful if the tunnel form- 
ing part of its western approach were electri- 
fied. This is quite true, but the contention is 
not in itself a sufficient reason for the electri- 
fication of the entire terminal system ; the St. 
Louis tunnel is not vital to the system in the 
same sense as are the New York tunnels. 
Briefly, increased value of the St. Louis tunnel 
would follow as one of the benefits of general 
■electrification ; it is not an impelling cause." 

Quoting from the Boston report the Com- 
mittee said : 



"If the terminals only of a steam railroad 
are electrified, and the steam locomotives are 
run to the limit of electrification, the only 
change is that, instead of runing into the ter- 
minal station, the steam, locomotives are dis- 
connected a few miles outside. The electri- 
fication of the terminal, therefore, does not very 
much decrease the expense of steam operation, 
but adds the expense of electrical operation 
In such a case it is not so much a question 
of steam vs. electricity, but rather a case of 
steam vs. steam plus electricity ; and it may 
be a measure of economy to extend electrifica- 
tion to a still greater distance from the ter- 
minal, because by such extension a saving can 
be effected in the operation by steam." 

"It is exceedingly desirable that the princi- 
pal grade crossings should be eliminated before 
electrification is carried out. If they are not 
eliminated, additional expense and waste will 
be incurred if the large expense of electrifica- 
tion precedes the elimination of these grade 
crossings, which is sure to follow in the not 
distant future." 

Referring to smoke control the Committee 
said : 

"It is generally conceded that electrification 
is the only complete solution of the problem 
of eliminating locomotive smoke, but it is 
nevertheless a fact that fuel-burning locomo- 
tives may be so handled as to considerably re- 
duce the volume of smoke and cinders ordina- 
rily emitted, even when the fuel is bituminous 
coal. Experiments with different types of 
mechanical stokers and other smoke-preven- 
tion devices indicates that thus far the most 
effective smoke-preventer is an intelligent fire- 
man. Several of the railroads have instituted a 
systematic campaign for the education of the 
firemen, with gratifying results, in minimizing 
smoke and in saving of fuel. In the absence of 
electrification, it would appear to be perfectly 
reasonable to require the railroads to reduce 
their contribution of about one-third of the 
City's smoke by enforcing active measures 
along these lines." 

The Committee estimated the cost of electri- 
fiction of 262 miles of Terminal Railroad 
tracks at $65,300 per mile in 1911. 

Including the mileage of all lines at the pres- 
ent time at prices that may be expected for a 



219 



220 



ELECTRIFICATION 



long time in future, the cost of electrifying all 
railroads within the St. Louis-East St. Louis 
terminal district would be so great that it is 
financially impracticable. Neither does it seem 
to be necessary as a smoke prevention measure. 
It is possible that if air rights be developed 
over a suburban passenger station or over 
freight stations, the operation of the tracks 
under such stations and the approaches thereto 
may require electric locomotives, but that is 
the limit to which electrification would be 
justified. 

Investigations and Conclusions as to 
Electrification in Chicago 

The necessity, possibility and practicability 
of the electrification of railway terminals in 
Chicago was thoroughly investigated by a 
technical staff for the Chicago Association of 
Commerce Committee of Investigation on 
Smoke Abatement and Electrification of Rail- 
way Terminals. The investigation consumed 
four years and cost about $300,000. 

The personnel of the Committee follows : 

John J. Bernet, vice-president, New York 
Central Lines. 

Paul P. Bird, of the firm of Norton & Bird, 
Consulting Engineers ; formerly Chief Smoke 
Inspector, City of Chicago. 

Joseph H. Defrees, of the firm of Defrees, 
Buckingham & Eaton, attorneys-at-law. 

Charles L. Dering, president, the Chicago 
Association of Commerce ; manager the S. C. 
Scheneck Company, Coal. 

Thomas E. Donnelley, president, R. R. Don- 
nelley & Sons Company, Printers ; formerly 
chairman Smoke Abatement Commission of 
Chicago. 

Howard Elting, of the firm of Adams & Elt- 
ing, Manufacturers and Wholesalers of Paints. 

William A. Evans, professor of Sanitary Sci- 
ence, Northwestern Medical School. 

Milton J. Foreman, of the firm of Foreman, 
Levin & Robertson, Attorneys-at-Law ; for- 
merly chairman Committee on Local Trans- 
portation, City Council, Chicago. 

William A. Gardner, president, Chicago & 
Northwestern Railway. 

William F. M. Goss, dean of the College of 
Engineering of the University of Illinois. 

Ernest R. Graham, of the firm of Graham, 
Burnham & Company, Architects. 

Richard C. Hall, Western selling- agent of 
the United States Rubber Company. 



Howard G. Hetzler, president, Chicago & 
Western Indiana Railroad and the Belt Rail- 
way Company of Chicago. 

Hale Holden, president, Chicago, Burlington 
& Ouincy Railroad. 

Jesse Holdom, Judge of the Circuit Court of 
Cook County, Illinois, and Justice of the Illi- 
nois Appellate Court. 

Eugene U. Kimbark, vice-president and 
manager, the Paper Mills Company. 

Darius Miller, president, Chicago, Burling- 
ton & Ouincy Railroad. 

Frederick H. Rawson, president, Union 
Trust Company. 

Harrison B. Riley, president, Chicago Title 
& Trust Company. 

Charles E. Schaff, president, Missouri, Kan- 
sas & Texas Lines ; formerly vice-president 
New York Central Lines. 

John W. Scott, of the firm of Carson, Pirie, 
Scott & Company. 

Francis T. Simmons, president, Francis T. 
Simmons & Company. 

Mason B. Starring, president, United Rail- 
ways Investment Company. 

Harry A. AVheeler, vice-president, Union 
Trust Company. 

The report of the Committee, dated Novem- 
ber 22, 1915, is contained in a volume of about 
1,200 pages, published by Rand-McNally and 
Company. 

The Committee adopted two very important 
conclusions as follows : 

"The complete elimination of steam locomo- 
tives from the railroad terminals of Chicago, 
as a means in smoke abatement, is not, under 
present-day conditions, necessary. 

"The complete electrification of the railroad 
terminals of Chicago as a betterment to be 
brought about by the railroads through the 
investment of free capital is, under present-day 
conditions, financially impracticable." 

As railroad conditions in St. Louis are so 
similar to conditions in Chicago the entire 
conclusions of the Committee may be applied 
to the St. Louis situation. As these conclusions 
are briefly summarized in the report they are 
repeated here as applicable to St. Louis. 

Summary of Conclusions with Reference to 

the Electrification of Railroad 

Terminals in Chicago 

"The purpose of the Committee : The pur- 
pose for which the Committee was organized 



ELECTRIFICATION 



221 



was early defined as embracing a determination 
as to : 

"1. The necessity of changing the motive 
power of steam railroads to electric or other 
power ; 

"2. The mechanical or technical feasibility 
of such a change ; 

"3. The financial practicability of such a 
change. 

"The Necessity of Changing the Motive 
Power of Steam Railroads to Electric or Other 
Power: In its efforts to reach a just decision 
with reference to the necessity of changing the 
motive power of steam railroads to electric or 
other power, the Committee, aided by the ac- 
tive co-operation of many different agencies, 
has concluded an elaborate research concerning 
the consumption of fuel and the origin of 
smoke in the city of Chicago. This research 
has covered coal deliveries, reshipments of coal 
and changes in amounts of coal stored within 
the Area of Investigation during the calendar 
year of 1912. The statistics gathered show the 
origin of all fuel delivered and the service in 
which it was used. 

"The investigations have shown that the va- 
rious activities of Chicago require the use of 
enormous quantities of fuel ; that the per capita 
consumption is greater than that of most other 
cities ; that the amount consumed by steam 
locomotives is less than a third of that burned 
under high-pressure steam boilers, one-half of 
that which is consumed in domestic heating, 
much less than that used in manufacturing 
fires, and but a small fraction (12 per cent) of 
the total burned by the combined fuel consum- 
ing- industries of the city. 

"The Committee has analyzed the character- 
istics of Chicago's fuels and considered the 
means which may be best employed in utiliz- 
ing the city's fuels ; it has shown that Chicago's 
problem in smoke abatement is difficult, be- 
cause the fuels tributary to Chicago, being 
high in volatile matter, are of a class usually 
designated as 'smoky.' 

"The Committee has studied the composition 
of the atmosphere of Chicago, the effect upon 
its purity of the smoke discharged and the ex- 
tent to which it is polluted by foreign material 
not of fuel origin. 

"The investigation has shown that smoke in 
the atmosphere presents three principal as- 
pects, namely, visible properties, solid constit- 
uents and gaseous products. It has shown 
that hitherto emphasis in smoke abatement has 
been given to smoke in its visible aspects, 
whereas it appears that the solid constituents 
of smoke are more important agencies affecting 



atmospheric pollution. It has shown also that 
gaseous products of combustion are important 
polluting agencies only with reference to their 
sulphurous constituents, and that the amount 
of sulphur in smoke is dependent upon the 
amount of fuel consumed and may be accepted 
as being independent of the particular service 
in which it is burned. 

"It has been made apparent that no single 
fuel consuming service nor single locality is 
alone responsible for the smoke of Chicago, 
but that all fuel consuming industries and all 
localities produce smoke. 

"The research has demonstrated that the 
elimination of the steam locomotive from Chi- 
cago will involve the electrification of the city's 
railroad terminals, since there is no other 
known form of motive power which can be 
accepted in all the services of the terminals as 
a substitute for the steam locomotive. It has 
further demonstrated that electrification im- 
plies increased capacity of existing electric gen- 
erating stations or the introduction of new 
stations which must be steam-driven, either of 
which expediences means new sources of fuel 
consumption and smoke ; and that the net effect 
of electrification upon atmospheric pollution 
will be represented by the difference between 
the amount of smoke now discharged by steam 
locomotives and the amount which, under elec- 
trification, will be discharged from the electric 
generating stations. 

"The study has shown that the elimination 
of all steam locomotives from the city of Chi- 
cago would reduce the amount of visible smoke 
entering the atmosphere by approximately one- 
fifth the present amount ; that it would reduce 
the dust and dirt content and the sulphurous 
content of the atmosphere of the city as a 
whole by a relatively small amount; and that 
as a consequence the locomotive is not at pres- 
ent a controlling factor as a source of atmos- 
pheric pollution. 

"The observations of the Committee, con- 
firmed by the records of Chicago's department 
of smoke inspection, are to the effect that great 
progress has in recent years been made in re- 
ducing locomotive smoke and that maximum 
results have not yet been obtained. Hence it 
cannot be urged that, with reference to smoke 
abatement, the steam locomotive service is an 
unmanageable service. 

"The investigations do not support the con- 
tention that elimination of steam locomotive 
smoke is a necessary next step in the city's 
progress in smoke abatement. They show, on 
the contrary, that before the complete elimina- 
tion of steam locomotive smoke can be re- 
garded as imperative, smoke from all existing 



222 



ELECTRIFICATION 



sources should be reduced to a minimum, and 
that to this end some of the city's more obvious 
undertakings should be : 

"1. The extension of the operations of Chi- 
cago's department of smoke inspection over the 
entire area of the city, instead of confining 
them to a selected portion of this area. 

"2. A material extension in the character of 
the city's activities in smoke abatement to the 
end that they may include such work of re- 
search and instruction as will make the city 
co-operatively helpful to coal consumers in the 
development of a constructive policy in smoke 
abatement. 

"3. A reduction to a minimum of all smoke 
discharged within the city, whatever its source. 

"4. Recognition by the city that smoke is not 
the only source of atmospheric pollution, that 
the dirt of the atmosphere is in part the result 
of imperfect cleaning processes, and that the 
whole problem of municipal housecleaning 
must be developed to a high state of efficiency 
before the complete elimination of the steam 
locomotive for the purpose of reducing atmos- 
pheric dirt can be justified. 

"The Committee is not unmindful of the ad- 
vantages which, in addition to those which 
would attend the abatement of smoke, would 
accrue through the electrification of Chicago's 
railroad terminals. It is not unmindful of the 
desire of certain portion of the traveling public 
to bring about the electrification of particular 
services of the individual roads. Its problem, 
however, as originally outlined, was that of de- 
termining the necessity for the electrification 
of all roads and all services within the city as a 
means of abating the smoke of the city. The 
conclusion of the Committee, based upon the 
facts of record, is to the effect : 

"That the complete elimination of steam 
locomotives from the railroad terminals of Chi- 
cago, as a means of smoke abatement, is not, 
under present-day conditions, necessary. 

"The Mechanical or Technical Feasibility of 
Electrification : In its study of the technical 
feasibility of electrification the Committee has 
made a world review of undertakings involving 
the electrification of steam railroads. It has 
studied the terminal situation in Chicago for 
the purpose of establishing a relation between 
that which has already been accomplished and 
that which will need to be done if Chicago's 
railroad terminals are to be electrified. It finds 
that experience elsewhere has demonstrated 
that: 

"1. Trains of any weight can be hauled elec- 
trically at any necessary speed, provided suf- 
ficient electric power can be conveyed to the 
train motors. 

"2. Where appliances can be properly in- 



stalled and maintained electric traction is reli- 
able. 

"3. Electrification introduces an added haz- 
ard incident to railroad operation, but to what 
extent is indeterminate. The returns from rail- 
roads electrically operated make it clear, also, 
that it introduces compensating influences 
which apparently equalize whatever additional 
hazard electric operation may involve. 

"It finds also that electrification has pro- 
ceeded, with reference to different railroad 
services, along lines as follows : 

"1. Electrification has most frequently been 
employed in operating suburban passenger 
service. 

"2. It has been used for all passenger serv- 
ice in connection with the intensive develop- 
ment of great passenger terminals, where un- 
derground operation has been involved. 

"3. It has been used for both freight and 
passenger operation in tunnels. 

"4. It has been applied to sections of through 
lines of routes to improve operation of both 
freight and passenger service on difficult 
grades. 

"5. It has been applied to sections of through 
route lines in anticipation of operating econo- 
mies through the utilization of water or other 
relatively inexpensive centralized power. 

"6. It has been employed by a single rail- 
road in this country in the operation of three 
switching yards, the work of which must still 
be regarded as being in an experimental stage. 

"The demonstrated facts disclose the exist- 
ence of a wide gap between that which has 
been accomplished and that which must be 
done to meet all the various conditions pre- 
sented by the proposed electric operation of 
the Chicago terminals. This is because : 

"1. Progress in the development of electric 
installations has thus far not resulted in the 
adoption of standards governing the electric 
system to be employed, the design of equip- 
ment or the methods of operation. The electri- 
fication of Chicago's railroad terminals would, 
therefore, involve definite decisions with refer- 
ence to many features for which there are as 
yet no approved standards. 

"2. The Chicag'o terminals involve the inter- 
ests of many railroads, whose joint action is 
essential to a satisfactory technical develop- 
ment of the problem. The fabric of electrifica- 
tion must be designed to meet the requirements 
of the entire terminal rather than those of any 
single road. 

"3. The Chicago terminals include both rail- 
roads' having their entire mileage within the city 
and the railroads operating continental lines, 
and possessing a terminal interest only in the 
city. Electrification of the lines wholly within 



ELECTRIFICATION 



223 



the city would affect their entire trackage and 
would mean, practically, reconstruction. Elec- 
trification of through lines implies the develop- 
ment of a local improvement. The methods by 
which roads sustaining widely diversified in- 
terests would seek to accomplish their work of 
electrification would involve technical as well 
as business procedures. 

"It has been shown to be technically feasible 
for each individual road in Chicago, for any 
group of such roads or for all such roads act- 
ing in common to provide for the generation 
and distribution of power to predetermined 
points of consumption along the rights-of-way 
of railroads. 

"It has been shown to be technically feasible 
for each individual road in Chicago, for any 
group of such roads or for all such roads acting 
in common to secure through purchase the en- 
ergy they require, delivered at predetermined 
points of consumption along the right-of-way. 

"Electrification implies the establishment of 
some form of contact system along each line of 
railroad track, whereby energy may be deliv- 
ered to the rolling equipment. A study of track 
and operating conditions reveals the following 
facts : 

"1. A limited mileage of track in Chicago 
(approximately one per cent of the total) can- 
not be equipped with any system of contact 
which could be accepted as satisfactory for the 
terminal as a whole. The electrification of this 
trackage as a part of a general system of elec- 
trification is, therefore, assumed to be not 
technically feasible. 

"2. "While the third-rail system of contact 
might be extensively used in Chicago, there 
are, at intervals throughout a considerable per- 
centage of the total trackage, conditions which 
would make difficult the use of this form of 
contact. The third rail is applied with diffi- 
culty wherever special track work abounds, 
where street and railroad crossings occur at 
frequent intervals, and in switching yards. In 
locations where employes must be between or 
must cross tracks, as in freight yards, it consti- 
tutes a physical obstruction which is highly 
objectionable. For these reasons the third rail 
is not considered feasible for general use in the 
Chicago terminals. 

"3. The facts developed show that any form 
of overhead contact which can be placed high 
enough above the rail to give the clearance nec- 
essary to permit men to ride and perform nec- 
essary duties on the tops of freight cars is not 
objectionable, from a technical point of view. 
The application of an overhead contact system 
to the terminals of Chicago will, however, re- 
quire the contact wire to be lowered in many 
places in order that it may pass under struc- 



tures presenting minimum clearance. The 
great number of points at which the contact 
wire must be lowered will require the installa- 
tion of many warning devices or the enforce- 
ment of rigid rules governing the presence of 
trainmen on tops of cars. 

"The adoption of an overhead contact system 
will permit the use of either of the so-called 
high voltage direct current or of alternating 
current at much higher voltage. The purposes 
of electrification can be accomplished through 
either of these means. 

"The Committee finds that the use of direct 
current by the railroads of Chicago would in- 
volve careful designing and construction to 
avoid the introduction of difficulties arising 
from electrolytic action. While the questions 
of standards to be observed in this respect are 
as yet undetermined, it is believed that difficul- 
ties arising from this source are not such as to 
affect the feasibility of any general plan of 
electrification which may involve the use of 
direct current. 

"It finds that the use of alternating current 
by the railroads of Chicago would involve care- 
ful designing and construction to avoid induc- 
tive interferences with existing telephone and 
telegraph circuits. While the means to be em- 
ployed in preventing and overcoming such dis- 
turbances are not yet standardized, it is be- 
lieved that the difficulties to be experienced 
from this source are not such as to affect the 
practicability of any general scheme of electri- 
fication involving the use of alternating current. 

"The general conclusion of the Committee 
concerning the technical feasibility of complete 
electrification of Chicago's railroad terminals is 
to the following effect : 

"1. The launching of such an undertaking, to 
be participated in by all the railroads at prac- 
tically the same time, will involve a large 
amount of experimentation. 

"2. The problem of contact design, when con- 
sidered in relation to normal railroad opera- 
tion, presents many difficulties. A limited 
amount of trackage in the Chicago terminals 
is so located that it has been found impractica- 
ble to equip it with any form of contact sys- 
tem. Operation over such trackage subsequent 
to electrification will need to be conducted by 
some form of self-propelled unit or there must 
be some rearrangement of tracks. The diffi- 
culties imposed at numerous points by insuf- 
ficient clearance of overhead structures will, 
under the plan of the Committee, be met by the 
installation of warning devices or the enforce- 
ment of regulations governing the presence of 
trainmen on tops of cars. 

"3. The technical difficulties to be met and 
overcome in bringing about the complete elec- 



224 



ELECTRIFICATION 



trification of Chicago's terminals will, through 
the general development of the art, diminish 
year by year. 

"The Financial Practicability of Electrifica- 
tion : In its consideration of this aspect of its 
problem, the Committee has made a detailed 
study of the work which will be necessary to 
bring about the complete electrification of Chi- 
cago's railroad terminals. It has fixed the lim- 
its to be observed by each railroad in the devel- 
opment of electric operation. It has deter- 
mined the amount of equipment which will be 
required, has designed contact systems, and 
has proceeded, in all important respects, by 
methods which would be necessary if electrifi- 
cation has been definitely determined upon. By 
such a process the cost of complete electrifi- 
cation has been estimated. 

"Studies have also been made to determine 
the operating results which would follow com- 
plete electrification of Chicago's railroad ter- 
minals, in order that profits and other forms of 
benefits which might be derived from such a 
change may be known. 

"With the data thus obtained, concerning 
the extent of the investment which must be 
made and the returns which may be expected 
as a result of such an investment, the Commit- 
tee concludes that : 

"The complete electrification of the railroad 
terminals of Chicago as a betterment to be 
brought about by the railroads through the 
investment of free capital is, under present- 
day conditions, financially impracticable. 

"Careful consideration has been eiven to 



proposals contemplating municipal co-opera- 
tion with the railroads in bringing about com- 
plete electrification of their terminals, with the 
conclusion that : 

"Any procedure designed to bring about the 
complete electrification of Chicago's railroad 
terminals, which is based upon a financial pro- 
gram involving municipal co-operation is, un- 
der the present state constitution, impossible. 

"The Committee has considered whether the 
funds necessary for the support of the invest- 
ment which must be made to bring about com- 
plete electrification might not be provided 
through the application of an arbitrary charge 
or tax whereby the railroads might develop 
added revenues, with the conclusion that : 

"Any procedure designed to bring about the 
complete electrification of Chicago's railroad 
terminals which is based upon the application 
of an arbitrary to the traffic of Chicago, will 
constitute a tax which must be borne, directly 
or indirectly, by the business interests of the 
city. The practicability of such a tax is a mat- 
ter which has not been studied by the Com- 
mittee. 

"Emphasis must be given to the fact that the 
Committee's conclusions as to financial prac- 
ticability apply to the complete electrification 
of Chicago's railroad terminals. The financial 
practicability, under present-day conditions, of 
electrification as it might be applied to indi- 
vidual roads, or to single services of indi- 
vidual roads, is a matter which has not been 
investigated by the Committee and concerning 
which no opinion is expressed." 



UNIFICATION OF RAILROAD TERMINALS 



General Discussion 

For some years there has been considerable 
discussion about the joint use of railroad 
freight terminal facilities which has led to nu- 
merous proposals for "Unit Operation" or 
"Unification" of facilities. The proponents and 
advocates of the idea point out that the pres- 
ent system of individually owned railroad ter- 
minals results in unnecessary duplication of 
facilities and service in the most congested 
portions of the railroads where the investments 
are greatest. 

Passenger facilities have been unified already 
to a great extent, especially in the large cities 
where groups of roads use Union Stations, in 
many cases all roads using a single station, as 
at 55t. Louis and Washington, D. C. 

The present system of development of 
freight facilities has been correctly referred to 
as the "Competitive" system ; the proposed 
system, the "Co-operative" system. Under the 
present system terminal facilities are usually 
provided by individual railroads for their ex- 
clusive use. Under the proposed system ter- 
minal facilities would be thrown together for 
common use by such railroads as could make 
the most use of them and profit most by their 
use. Future facilities would be provided for the 
joint use of all railroads, or by a terminal com- 
pany controlled by all. 

There are many exceptions to the competi- 
tive or individually owned system of railroad 
terminals, the most notable being the Terminal 
Railroad Association of St. Louis and its affili- 
ated companies, controlled by fifteen trunk 
lines and operated in the equal interest of all 
railroads in the St. Louis-East St. Louis Ter- 
minal District. 

Even here, however, the individual railroads, 
including those in control of the Terminal Rail- 
road Association, have also provided terminal 
facilities of their own. 

Mr. H. J. Pfeifer, Chief Engineer of the Ter- 



minal Railroad Association of St. Louis, in a 
paper appearing in Bulletin No. 213, January, 
1919, American Railway Engineering Associa- 
tion, describes the function of a unified ter- 
minal as follows : 

"In a system of completely unified freight 
terminals the control by an individual railroad 
over its inbound freight train ceases with its 



delivery on a receiving track in 



an assigned 



yard, within the terminal limits, and does not 
begin over its outbound train until it is built 
up complete in readiness for road movement ; 
all intermediate service of every nature is per- 
formed by the terminal organization. It can 
readily be seen that the more railroads there 
are, and the greater the extent of the industrial 
district served, the greater and more compli- 
cated is the service to be performed." 

The proposals for unification or consolida- 
tion of facilities have run all the way from the 
mere joint use by more than one railroad of 
certain facilities that have sufficient capacity to 
accommodate other business than that of the 
owner to a complete consolidation of all rail- 
road facilities within a terminal district under 
one company. 

The latter plan has been given very careful 
study by the Chicago Railway Terminal Com- 
mission ; its most ardent advocates were the 
late John F. Wallace, well-known railroad ex- 
pert, for many years chairman, and Walter L. 
Fisher (formerly Secretary of the Interior), 
for many years General Counsel of the Com- 
mission. 

The following extracts from an address de- 
livered by Mr. Wallace before the United 
States Chamber of Commerce at Chicago, April 
11, 1918, will be of interest: 

"The Terminal problem is really the big 
problem of our railroad transportation system, 
and its solution will automatically solve most 
of our transportation complexities. 

"AVhile the total mileage of terminal tracks 
may not be too much, and in certain localities 
may even be insufficient, the remedy lies not 
entirely in additional tracks and facilities, but 
in a correlation and readjusting of existing 



225 



226 



UNIFICATION OF RAILROAD TERMINALS 



facilities, and the operation within the ter- 
minal zone along lines that will secure the 
maximum of efficiency. 

"Viewed from the standpoint of delays, the 
railway terminal becomes even a larger factor 
in the transportation problem. The average 
freight car travels about twenty-five miles a 
day. The average speed of a freight train be- 
tween terminals is ten to fifteen miles an hour. 
It is therefore evident that the average freight 
car spends twelve hours in the terminal for 
every hour it spends between terminals. 

"Since the remedy — whatever it may be — 
will eventually be applied by Congress, it is 
highly important that the general public com- 
prehend the fundamentals of the present trans- 
portation situation and the general nature of 
the changes in operation and control necessary 
to bring about a more efficiently operated 
transportation system. 

"Tnese changes will necessarily be of two 
kinds : First, physical changes in terminal fa- 
cilities ; and, second, changes in method of op- 
eration. 

"The interchange freight should receive first 
consideration. It frequently happens that a car 
of commodities consigned from a point in the 
West to a point in the East is handled succes- 
sively by several railroads, and at every place 
where it passes from one railroad to another 
it goes through a terminal, often passing 
through the hands of an intermediate company, 
occupying space in several railroad yards, con- 
gesting interchange tracks and encountering 
days of delay. 

"The remedy for this condition is more direct 
routing — and a routing that will pass the car 
around rather than through the larger railroad 
terminals. Under present practice, a car may 
be handled miles out of its direct course to 
destination in order to give a greater mileage 
to a preferential railroad. Frequently the ship- 
per is equally guilty with the railroad for this 
condition. The interest of economy demands 
that the car should pass in as direct a line as 
possible and with a minimum of delay from 
point of origin to destination over the most 
economical route. 

"To inaugurate unified operation it should 
be possible to provide that each railroad ter- 
minal zone should be operated as a unit by one 
local manager. This local manager should take 
over all of the railroad facilities within the ter- 
minal zone and handle all the traffic therein. 

"Railroads entering the terminal zone should 
turn over their traffic to the local manager at 
points designated by him, and he should pro- 
ceed to handle this traffic to its destination 
within the terminal zone alone the most direct 



and economic routes and with a minimum of 
switching and delays. Orig-inating traffic 
should be handled in the same way." 

This subject was gone into quite thoroughly 
in May, 1921, at a series of hearings before the 
Interstate Commerce Commission on the ap- 
plication of the New York Central for a certifi- 
cate of public convenience and necessity to 
authorize it to acquire certain control of the 
Chicago Junction Railway, a terminal and in- 
dustrial switching road. 

After cross-examining numerous railroad 
men experienced in railroad terminal operation 
and familiar with the Chicag-o terminal situa- 
tion, Mr. Fisher set his conclusions down in 
the form of a question, which he propounded 
to several of the witnesses as follows : 

"Suppose all the railroad terminals in Chicago 
Terminal District, except car yards, engine 
houses, etc., essential to trunk line operation, 
were turned over to a single terminal company 
under a perpetual lease, providing that the net 
profits of the terminal company were to be paid 
to the railroads so turning over their ter- 
minals, each of such railroads receiving the 
same proportion of the net profits as the value 
of the property turned over by it bears to the 
value of the total terminal property so turned 
over. The terminal company to operate the 
terminal as a whole, so as to produce the great- 
est efficiency and economy of service to avoid 
duplication of facilities or service, to develop 
terminal properties intensively, and release 
from railroad use all properties now held for 
competitive reasons but no longer necessary. 

"The terminal company would not necessarily 
handle all freight within the terminal area with 
its own power as a switching service, but would 
continue such direct movement of freight by 
the trunk lines under the power of the trunk 
lines to and from industries, industrial districts, 
freight houses or team tracks as can be moved 
more efficiently and economically in that way ; 
but even this movement would be routed and 
handled in the most direct and least congested 
routing without regard to the ow'nership of the 
rails. The rates for all such terminal service 
would be so revised and fixed by the I. C. C. 
as to give to the terminal company a return as 
favorable as that allowed to trunk line carriers 
generally." 

On this issue the majority decision of the 
Interstate Commerce Commission contains 
the following observations and conclusions : 

"Much testimony was adduced at the hear- 



UNIFICATION OF RAILROAD TERMINALS 



227 



ings, and divergent opinions were expressed, 
as to the relative merits of co-operative, singly 
controlled and independently controlled ter- 
minals. That discussion need not be repro- 
duced here. The policies and plans of the 
city with respect to the general terminal sit- 
uation have not yet fully developed, and it is 
obviously impossible for anyone to determine 
at this time the ultimate goal which ought to 
be attained. It is believed, however, that 
pending final determination of future policies, 
the greatest good can be attained by the con- 
tinuance, for the time being, of the competitive 
terminal situation. This can be best accom- 
plished by bringing the present neutral Junc- 
tion properties into closer relation with a 
trunk line like the Central. The Central's ter- 
minal facilities are relatively inadequate as 
compared with the competitor eastern trunk 
lines, but the Central controls extensive facili- 
ties for classification and interchange which 
are complementary to the Junction properties. 
The stronger competition and the connection 
between the junction properties and the Har- 
bor Belt facilities which would thus be brought 
about, would not only insure to the shippers 
of the Junction the necessary expansion and 
elasticity of facilities, together with the assist- 
ance of an interested trunk line in times of car 
shortag-e, and other emergencies. ..." 

The Committee on Railroad Terminals of the 
National Conference on City Planning, pre- 
sented at the Cincinnati Conference in 1920 
certain general considerations which will be 
repeated here for the purpose of presenting the 
views of expert City Planners on this subject. 

"1. Unified control and operation of all 
standard railroad lines, within the limits of any 
city, is essential to the requirements of modern 
business and to the convenience of the public. 
It should be brought about with as little delay 
as possible, at the same time providing oppor- 
tunities for expansion both of trackage and ter- 
minals in connection with a well-considered 
plan of city development. Means should be 
found and taken for persuading or compelling 
all railroads entering the city to connect up 
with such a unified system at the city limits. 
The entire question of railroad service should 
be considered as a whole, not with relation to 
one system or one part of the city only. 

"2. The present wasteful and needless dupli- 
cation of lines and terminals inside of city lim- 
its cannot be permitted to continue. Many 
cities can show millions of dollars spent in un- 
necessary duplication of passenger stations 
when the same sums expended in added indus- 
trial lines would have increased both the busi- 
ness of the carriers and the prosperity of the 



city. This is a useles drain on the railroads, 
resulting in additional cost of operation, for 
which the public pays. It is needless inconven- 
ience to the public which can be remedied at 
comparatively small cost by proper co-opera- 
tion in planning by both the city and the rail- 
roads. Voluntary action on the part of one road 
is not to be expected and generally impractica- 
ble. The city, with the aid of the state or na- 
tional government, holds an advantageous po- 
sition to undertake bringing the railroads to- 
gether for such intra-city unification. 

"3. All shippers within the city should be 
free from dependence on one road for cars. In 
some cities shippers now have to maintain 
needless additional warehouses on a second line 
in order to insure prompt delivery of cars on 
the first line. This is a wasteful expense which 
must be added to the cost of shipping and do- 
ing business, particularly where a perishable 
product is involved. 

"4. All spurs and industrial tracks within the 
city limits should be "common user" tracks, 
served by a belt line connected with all main 
lines entering the city, a fair pro rata return 
being made to the original owner of each line 
for such use. 

"5. Municipal ownership of intra-city lines 
is probably not necessary, provided there is' uni- 
fied control. Expansion of existing terminal 
companies, quickest and easiest method of ac- 
complishment, unification in most cities. New 
trunk lines should be allowed to hook on to 
the city terminal lines at the city limits, at any 
time in the future. This would provide for 
competitive lines through the country without 
cutting the city into further pie-shaped sections 
or causing further blighted areas to property 
within a block or two of each side of the rail- 
road right-of-way through a city, as at present. 

"6. Provision of complete modern business 
facilities is essential to all industries. Railroad 
service, while important, is not the only one of 
these facilities necessary. Protected industrial 
districts or zones appropriately and conven- 
iently situated, free from hampering residential 
requirements, with wide heavy hauling- pave- 
ments, high pressure fire protection, extra large 
sewers for industrial wastes, etc., as well as un- 
limited spur tracks, are necessary in any city 
of consequence, and many of the progressive 
cities of the country have already established 
such zones. The fullest co-operation between 
the city and the railroad is necessary to make 
the facilities in these zones most useful in the 
development of business. Once such zones are 
established both railroads and shippers can feel 
safe in concentrating large investments for per- 
manent ultimate service, not otherwise justi- 
fied. 



228 



UNIFICATION OF RAILROAD TERMINALS 



"7. One of the greatest opportunities for 
railroads to cut down expenses and freight rates 
is by simplification of terminals. On most of 
the big roads it costs as much to get a car 
of freight out of the city limits as it does to 
haul it 250 miles or more on the main line. 
Some roads report as much as 35 per cent of 
their total freight cost in handling terminals 
(from reports of the O. W. R. & N. Railroad 
to Oregon Public Service Commission). This 
is by far the biggest single item to the rail- 
roads in their cost of doing business. A small 
saving, therefore, in terminal handling should 
effect a considerable amount of saving in 
freight cost and should be welcomed by rail- 
roads and shippers alike. 

"8. Whatever the origin or destination, a 
merchant or manufacturer should be able to 
receive and ship at the freight station which 
entails the shortest team haul. 

"9. Adequate expanded classification and 
freight yards must be provided in every city 
as part of its future plan as an adjunct of in- 
dustrial development. These yards should 
have long areas uninterrupted by grade cross- 
ing preferably located at one side or on the 
outskirts of the city, away from the probable 
expansion of business and main street traffic 
lines. Main railroad lines should be diverted 
around the city, and outside the city limits, 
Avherever practicable, so that through freights 
and other through trains need not pass through 
the congested parts of the city. In light of the 
development of modern street transit, consider- 
ation should also be given to the possible ad- 
vantages of relocating main passenger and 
freight stations away from the congested dis- 
tricts. 

"10. In cities which have water-borne com- 
merce, whether coast or inland ports, rail and 
water terminals should be considered as a 
single rather than as separate problems ; co- 
ordination of facilities for both methods of 
transportation should be insisted upon in the 
interest of the public and of the carriers them- 
selves. 

"11. The relation of the railroad to the street 
system of the city should be carefully worked 
out. The value of the railroad to the prosper- 
ity and the very life of the city should be rec- 
ognized. Wide heavy hauling pavements to 
freight terminals, docks and the industrial 
zones are equally essential and form a natural 
and important complement to the greatest use 
of railroad facilities. Direct and amply wide 
traffic thoroughfares should lead to all princi- 
pal passenger and freight stations. 

"12. The elimination of grade crossings on 
both steam and electric rapid transit lines is 
essential to public safety and convenience, to 
prevent the interruption of traffic and for the 



proper conduct of business. The problem of 
grade crossing eliminations should be studied 
in the most comprehensive way and not in a 
piecemeal fashion, even though the execution 
of the work is to be carried out gradually. 

"13. The fullest co-operation should be given 
cities by the railroads in planting and improv- 
ing the appearance of borders of rights-of-way, 
yards, bridges, viaducts, stations and terminals 
within the city limits. Much of the present 
damage to adjacent property values and rent- 
als can be done away with in this manner, at 
reasonably small expense, by closer working 
together of railroad officials, park boards and 
other city officers. 

"14. These fundamental considerations in 
the relation of railroads to city development 
we respectfully commend to railroad officials, 
city plan commissions, State Public Service 
Commissions, and to the distinguished mem- 
bers of the Interstate Commerce Commission, 
with the conviction that the grave questions 
of economy and public policy involved merit 
their fullest concurrence and co-operation." 

The Committee on Yards and Terminals of 
the American Railway Engineering Associa- 
tion has for some years been engaged in a 
study of the extent to which unit operation of 
railroad terminals, in large cities, is feasible. 
Comments of the Committee published in Bul- 
letin 213, January, 1919, are as follows: 

"Definition — Unit operation of railroad ter- 
minals contemplates such modified control and 
use of individual organizations and properties 
including physical changes therein as will 
serve the transportation purposes of the ter- 
minal district, considered as a unit, with the 
greatest expedition and economy. 

"The railroads of the country have been 
likened to a broad, deep canal, ample to bear 
all commerce which it may be desired to carry 
upon its surface ; and the terminals, to locks, 
which possibly are neither so wide nor so deep, 
and whose operation requires time, so that the 
capacity of the system is limited by the capac- 
ity of the locks. 

"It is necessary then, in order to make con- 
gestion as slight as possible, to concentrate en- 
deavor upon the locks — the terminals. 

"It is evident that if the terminals are kept 
open, the whole system may be kept in motion. 

"The most effective cure within the ter- 
minal is the adoption of good methods and 
practices of operation in a system of terminal 
facilities constructed or reconstructed upon a 
comprehensive plan developed to best fulfill 
the requirements of each particular situation. 

"At some cities or terminals, while pro- 
nounced benefits and advantages may be se- 



UNIFICATION OF RAILROAD TERMINALS 



229 



cured by pooling or unifying' existing 1 facilities, 
etc., it may be that the situation demands such 
relief as can be made effective only by large 
capital expenditures and the obliteration of 
exclusive interests, attended by extensive re- 
tirements, modifications and additions of facil- 
ities. 

"In such a case, where it can be foreseen 
that a plan of this kind would prove justifiably 
and permanently advantageous to the move- 
ment of traffic, the solution would seem to be 
the surrender of individual properties and the 
merger into a terminal company or association 
of all facilities in the terminal zone. 

"It is the earnest thought that each situation 
should be thoroughly studied, and a compre- 
hensive plan developed for each, before any 
extensive physical change be undertaken, and 
that either small or important changes which 
are made should be in line of development of 
the ideal plan. 

"In the operation of the unified facilities, the 
load should be distributed evenly among all 
units so as to secure their constant normal use 
at the most intense efficient rate, coupled with 
avoidance of any excess peak load on any unit, 
treating both the individual carrier's terminal 
and the unified terminal always as a part of 
the railroads as a whole." 

Some of the principles adopted by the Com- 
mittee are as follows : 

"(1) A terminal is a clearing point and not a 
storage point for cars. 

"(2) Each and every facility within the uni- 
fied terminal limits must be considered abso- 
lutely a part of the whole plant. 

"(3) The use of each individual part must 
be co-ordinated so as to obtain the best use 
of the plant as a whole." 

The Committee referred to has not yet 
adopted detail recommendations for the unifi- 
cation of railroad terminals, but by means of a 
catechism had adopted 57 questions which it 
is intended railroad operating officials shall in- 
quire of their own organizations to indicate 
the extent to which improvements may be 
made. This catechism is quite comprehensive, 
and is recommended to the earnest study of 
the railroad officials. It will be found on pages 
164 to 172, Bulletin 213, January. 1919, and 
appears in volume 20 of the Proceedings of the 
American Railway Engineering Association. 

This subject has also been given much study 
by Mr. E. H. Lee, Vice-President and Chief 
Engineer of the Chicago & AYestern Indiana 



Railway Company, and the Belt Railway of 
Chicago, which operates the large clearing 
yards. Mr. Lee has been associated with the 
Belt Railway of Chicago for many years, and 
is an eminent authority on the subject of ter- 
minal operation. The following extracts from 
a paper prepared by Mr. Lee for presentation 
to the Yards and Terminals Committee of the 
American Railway Engineering Association in 
1919 indicate the result of his experiences in 
Chicago : 

"It will doubtless be conceded that the facili- 
ties of the railroads are relatively much greater 
for handling traffic outside the more important 
terminals than within them, and therefore the 
inference seems plain that in order to secure 
the maximum improvement, any measure look- 
ing toward an increase in their capacity for 
handling traffic should be directed toward the 
terminals rather than toward the open country 
lines. 

"Of the requirements mentioned as funda- 
mentally necessary for the efficient manufac- 
ture of transportation only one remains, viz., 
good methods and practices. It is just here 
in the view of the writer, that important 
changes and improvements may be made 
which will quite radically improve the effi- 
ciency of the railroads as a whole, because they 
will reduce congestion in the terminals, this 
being, as already stated, the chief enemy to 
transportation efficiency as a whole. 

"Congestion is defined as a condition of 
undue pressure, a state of unnatural crowd- 
ing ; and congestion on the railroads, like con- 
gestion in the body, is a disease which inter- 
feres with the normal functions, and is to be 
reduced by the use of various devices and 
means adapted to remove the undue pressure 
in the parts affected. Two of the principal 
causes of congestion in terminals, which in 
turn act in a vicious circle with congestion 
itself, each to cause the growth of the other, 
are dead time and the rehandling of cars. It 
is safe to say that any method or practice 
which secures the maximum reduction in dead 
time, and in the rehandling of cars, will also 
secure maximum reduction in the congestion 
of terminals, and therefore maximum increase 
in the efficiency of the railroads of the coun- 
try as a whole. 

"For the purpose of this discussion, dead 
time is limited to and may be defined as time 
spent by the train crew after an engine has 
been manned, in getting out of the round- 
house, pulling up to and coupling onto the 
train, testing the air, etc., at the outgoing end 
of the trip ; time lost in setting out and picking 



230 



UNIFICATION OF RAILROAD TERMINALS 



up ; and time spent in putting away the train, 
with the various similar attendant operations 
at the incoming- end. This so-called dead 
time thus defined is to be distinguished from 
time spent in actually passing over the road. 
Its serious effect in terminal operation is not 
generally appreciated. 

"An investigation made by the writer some 
years ago, which is believed to have been rea- 
sonably accurate, disclosed that in an actual 
case under ordinary conditions and where no 
undue congestion existed dead time as above 
defined consumed 65 per cent of the total service 
time of all transfer trains. 

"Certain principles follow with the reasons 
therefor which are believed to be particularly 
applicable to terminal transfer railroads which 
operate trains with their own power and crews, 
although some of these principles are of more 
general application. 

"The operation of transfer railroads should 
usually be restricted as much as possible to 
the transfer of cars as distinguished from the 
classification of cars. It follows that the 
through line should so far as practicable de- 
liver its cars to the transfer line classified and 
straightened out into cuts for the various 
through lines, to which deliveries are to be 
made by the transfer line for through line ac- 
count. Such a transfer railroad as is being 
considered may be compared to a throughfare 
connecting two camps or cantonments. It 
ma}' be of ample width to handle all the travel 
between them, if team and foot travel is kept 
moving in column formation, at fair speed, 
and without unnecessary steps, columns hav- 
ing been formed in the streets and areas of 
the cantonments themselves. But if the 
thoroughfare is used as a drill ground, for the 
formation of columns, or as a recreation area, 
its capacity may be reduced to the vanishing 
point. The main tracks of most transfer rail- 
roads are ample for a larger volume of traffic 
than is handled over them, but in times of 
congestion they are frequently blocked at junc- 
tion points, yard entrances and connections by 
trains which are unable to get into yards by 
reason of their crowded condition. These 
yards in turn are congested by an oversupply 
of cars awaiting classification, which occupy 
room which should either be reserved for the 
receipt of main line transfer trains or which 
should be kept for the classifications which 
are necessary and which cannot be made to 
advantage elsewhere. 

"It should be observed that where through 
lines make direct deliveries to each other, they 
classify cars straight for the various railroads 
as a matter of course. There seems no g-ood 



reason why when delivery is made through 
the agency of a transfer line the through line 
should not continue to make the required clas- 
sifications, at least to a reasonable extent. In 
so far as the through business is concerned, it 
is believed that the practice of considering and 
using the transfer line as an agency for both 
classification and transfer, instead of restrict- 
ing its use so far as practicable to the transfer 
of cars, is responsible for much of the conges- 
tion of terminals. The present practice has 
been the growth of years. Until recently the 
transfer railroad depended upon the through 
lines for much of its business, and felt in no 
position to object to the dumping of business 
upon it regardless of congestion or of how 
badly the deliveries might be mixed. Under 
the old conditions the responsibility of the 
through line ceased once it had delivered its 
cars to the transfer or belt line, and every ef- 
fort was accordingly made (the more conges- 
tion increase, the more strenuous the effort) 
to unload on the transfer line, regardless of 
ultimate consequences, thus "shifting respon- 
sibility. 

"This preliminary classification could be 
made with little or no additional expense by 
the through line, because it must in any event 
switch out many cars, such as bad orders, 
holds, and those for other deliveries. Also a 
considerable amount of this preliminary classi- 
fication could be done to advantage at the 
division yards of the through line beyond the 
large terminals. 

"Where transfer or belt roads are of con- 
siderable length and where equipped with mo- 
tive power to handle transfer trains, it is the 
better practice to keep foreign engines off the 
belt line, performing the transfer service with 
belt crews. Better supervision can be secured 
where train crews are kept at home. It is 
difficult, if not impossible, to enforce discipline 
over crews while operating on a foreign road 
(particularly against loafing on the job), even 
though in theory they become the employes 
of that road while so engaged. Moreover, dis- 
cipline and standards of performance differ on 
different railroads, being better on some and 
worse on others. Where foreign trains and 
engines operate over a transfer road it ordi- 
narily happens that the general movement is 
regulated by the slowest and most indiffer- 
ently operated train. There is also a differ- 
ence in the standard of power maintenance as 
between railroads. A stalled train caused by 
the engine breaking down, not steaming or 
being overloaded, delays all following trains, 
and if a foreign crew, the railroad officers who 
should apply discipline have no direct stake 



UNIFICATION OF RAILROAD TERMINALS 



231 



in the failure, and find excuses ready to hand. 
The practice of using foreign crews on the 
transfer road is not sufficiently elastic. The 
crew may have a full train in one direction 
and a light train in the other, hecause it runs 
between two points only. The belt crew may 
be ordered to any one of several different 
points, as the business may indicate." 

Heretofore there has been no way to bring 
about the joint use or unification of railroad 
terminal facilities except by agreement of the 
owners. Very little was accomplished. 

In the passage of the "Transportation Act 
of 1920," Congress recognized the possibility 
of joint use of terminal facilities being neces- 
sary or desirable under certain conditions and 
provided the Interstate Commerce Commis- 
sion with legal power in the Esch-Cummins 
Bill, approved February 28, 1920, commonly 
referred to as the "Transportation Act."' to 
bring about such joint use. 

Under subdivision "C" of subsection 15 of 
section 402 of the Interstate Commerce Act, 
as amended by section 402 of the Transporta- 
tion Act, the Interstate Commerce Commis- 
sion is now authorized 

"to requiie such joint or common use of ter- 
minals, including main line track or tracks for 
a reasonable distance outside of such terminals, 
as in its opinion will best meet the emergency 
and serve the public interest, and upon such 
terms as between the carriers as they may 
agree upon, or, in the event of their disagree- 
ment, as the Commission may after subsequent 
hearing find to be just and reasonable." 

And under subsection 16 the Commision 
may 

"make such just and reasonable directions 
with respect to the handling, routing, and 
movement of the traffic of such carrier and its 
distribution over other lines of roads, as in 
the opinion of the Commission will best pro- 
mote the service in the interest of the public 
and the commerce of the people, and upon 
such terms as between the carriers as they may 
agree upon, or, in the event of this disagree- 
ment, as the Commission may after subse- 
quent hearing find to be just and reasonable," 

and section 3 of the Interstate Commerce 
Act, subdivision 4, has been further amended 
so that 

"if the Commission finds it to be in the 
public interest and to be practicable, Avithout 
substantially impairing the ability of a carrier 



owning or entitled to the enjoyment of ter- 
minal facilities, to handle its own business, it 
shall have power to require the use of any 
such terminal facilities, including main track or 
tracks for a reasonable distance outside of such 
terminal, of any carrier, by another carrier or 
other carriers, on such terms and fo such compen- 
sation as the carriers affected may agree upon, 
or, in the event of failure to agree, as the Com- 
mission may fix as just and reasonable for the 
use so required, to be ascertained on the prin- 
ciple controlling compensaton in condemna- 
tion proceedings. Such compensation shall be 
paid or adequately secured before the enjoy- 
ment of the use may be commenced. If under 
this paragraph the use of such terminal facil- 
ities of any carrier is required to be given to 
another carrier or other carriers, and the car- 
rier whose terminal facilities are required to be 
so used is not satisfied with the terms fixed 
for such use, or if the amount of compensation 
so fixed is not duly and promptly paid, the 
carrier whose terminal facilities have thus been 
required to be given to another carrier or other 
carriers shall be entitled to recover, by suit or 
action against such other carrier or carriers, 
proper damages for any injuries sustained by 
it as the result of compliance with such re- 
quirement, or just compensation for such use, 
or both, as the case may be." 

In the Transportation Act, Congress also 
placed all instrumentalities of commerce under 
control of the Interstate Commerce Commis- 
sion, to the end that the best use might be 
made of all railroad facilities in the common 
good. 

While the Transportation Act is quite spe- 
cific in ordering the Interstate Commerce Com- 
mission to recommend consolidation of the 
railroads into groups, the treatment of the ter- 
minals is covered only generally in the above 
quotations. 

As each railroad has been built, improved 
and developed to balance with its business, 
and as its mortgages and other obligations de- 
pend on that business, no change in the dis- 
tribution of terminal advantages may be made 
without seriously affecting the road haul busi- 
ness on its lines, to the great advantage of 
those roads that have not previously enjoyed 
it and to the great detriment of those roads 
that lose it which would then fail to have the 
business on which their whole physical and 
financial structure had been built. 

Certain railroads, by reason of favorable lo- 



232 



UNIFICATION OF RAILROAD TERMINALS 



cation, foresight and good management are 
favored with desirable sites for freight houses, 
team tracks, industries and other advantages 
which insure to them a better share of traffic 
than other roads without direct access to them. 
Through their direct control of service, car 
supply and switching at such sites they se- 
cure shipments which would be shared with 
competing carriers on an equal footing if the 
locations were controlled by a joint or unified 
agency, with a corresponding decrease in their 
business. 

As the decrease in business might reduce 
their profits more than could be made up to 
them by rentals for the use of their property 
by the unified company, they could not be ex- 
pected to give up, for the benefit of the other 
roads, the benefits inherent in their peculiar 
advantages. 

It may be taken for granted that the roads 
which build up their local facilities and locate 
industries on their lines are in at least as good 
a position to serve them as any unified com- 
pany. In fact, it may be said that the indi- 
vidual company which has a direct interest 
in the business of shippers on its lines will 
give better service to secure and retain that 
business than the service that would be given 
by a disinterested unified company. As the 
shipper is assured of preferential service of 
at least one company he may be better off than 
if given only average service. 

However, many details of operation may be 
so conducted that there will be great savings 
through the consolidation or unification of cer- 
tain activities. The advantage of unification 
include the following in whole or in part : 

The reciprocal interchange of cars by which 
the engines of each road deliver cars into the 
yards of other roads, the engines returning 
empty would be eliminated wherever possible, 
as provisions can be made for loading engines 
both ways in interchange movements. 

Where an industry with connections with 
several railroads is switched by more than one 
road, arrangements may be made for the 
switching to be done entirely by the road 
in best position to perform it. 



Freight stations may be consolidated, with 
a consequent reduction in stations and clerical 
forces. 

Previously it has been the practice, when 
freight cars were placed on interchange tracks, 
for the car inspectors of the delivering road, 
and also the car inspector of the receiving road 
to inspect the cars. Arrangements may be 
made for both roads to accept the results of 
the inspection of the road in best position to 
perform it. In some cases the interchange in- 
spection may be entirely eliminated, the only 
inspection made being after the arrival and 
before the departure of cars from the terminal. 

Certain freight yards may be abandoned, and 
cars of several roads handled in one yard, re- 
sulting in : 

Consolidation of car repair forces. 

Consolidation of mechanical department and 
engine house forces. 

Reduction in number of cars checkers. 

This consolidation is made, possible in some 
cases by one road having sufficient facilities 
to take care of the business of one or more 
other roads, without additional supervision or 
overhead, thus saving the cost of the other 
organization. 

Direct movement of freight may be made 
wherever possible in interchange between 
roads over the tracks of an intervening ter- 
minal carrier, thus avoiding the delay and ex- 
pense of the terminal carrier interchanging 
and classifying cars. 

Parallel single track roads may be operated 
as double track lines. 

Empty cars in terminals may be pooled, 
thus avoiding unnecessary dead movement of 
empty cars in both directions. At the present 
time each road maintains its own supply of 
empties. The total number of empties held 
for loading may be reduced by pooling. 

Yards of individual railroads which are too 
small for movements in both directions for one 
road, are sometimes entirely sufficient for 
movements in one direction of more than one 
road, when grouped with other yards. 

Shippers may look to an individual terminal 
organization for results, instead of to several. 

The most direct route and convenient rail- 



UNIFICATION OF RAILROAD TERMINALS 



233 



road facilities may he used regardless of owner- 
ship. 

Team tracks may he used reciprocally. 

The handling of competitive 1. c. 1. freight 
by railroads having very light shipments to 
certain points may he eliminated, and the 
freight concentrated on certain roads in better 
position to handle. 

Railroad Study in Chicago 

Since 1914 the city of Chicago has main- 
tained a municipal commission known as the 
"Chicago Railway Terminal Commission" for 
the purpose of investigating and reporting on 
the railroad situation there, and to advise the 
City Council in its dealings with the railroads. 
That Commission was ably led by its Chair- 
man and Chief Engineer, the late John F. Wal- 
lace, until his death in 1921, and by its Gen- 
eral Counsel, Walter L. Fischer, formerly Sec- 
retary of the Interior. 

Two reports of that Commission have been 
published; one in 1915 treating the entire rail- 
road situation in detail and another in 1921 
relating particularly to the straightening of 
the Chicago River through the railroads' prop- 
erty for the better utilization of that property, 
the entire destruction of the present single 
level freight houses and their replacement by 
multiple level freight houses, the release by 
the railroads of considerable property adjoin- 
ing the "Loop" district at prices that would 
go far toward paying for the new construction, 
and the extension of more north and south 
streets through the released area to better serve 
the business district. The plan is now under 
serious consideration by the railroads. 

The Chicago Commission has expressed the 
opinion that the best method of solving its 
terminal problem is to form one large com- 
pany to take over all railroad facilities within 
the terminal district and perform all railroad 
service, the trunk line railroads to perform road 



service only. The Commission has not yet 
adopted this opinion as its final conclusion. 

That Commission is very much opposed to 
the "competitive" theory of railroad develop- 
ment as applied to terminals, and believes that 
all future facilities should be developed on the 
"co-operative" plan for the greatest good of 
all, and to enable the railroads and the public 
to conduct business in the cheapest, quickest 
and most convenient manner. 

The Commission has seriously considered 
and mentioned the abandonment of the 1. c. 1. 
freight stations of the individual railroads with- 
in the congested area and that they be re- 
placed by several group stations at the out- 
skirts of the district, the 1. c. 1. business of 
the city to be handled at numerous universal 
freight stations distributed throughout the city 
in proportion to the freight, service between 
the universal freight stations and the outlying 
stations of the railroads to be provided by trap 
cars, motor trucks, the freight tunnel, and 
when and where available, on freight cars on 
rapid transit lines in off-peak hours. 

The Commission is strongly in favor of the 
multiple level freight station as it believes the 
revenues from the upper floors will carry the 
fixed charges of the freight station below. 

The Commission recommends keeping out of 
the business district all freight not originating 
or destined there, and the handling of inter- 
change freight around the business districts. 

Although Chicago has nearly as many rail- 
roads as St. Louis and East St. Louis, and 
handles several times as much freight and pas- 
senger business, the railroad problem there is 
somewhat simpler than at St. Louis by reason 
of Chicago lying on one side of its main water- 
way, Lake Michigan, and the railroads forming 
only part of a circle, while at St. Louis the 
railroads form a complete circle with terminals 
on both sides of its main waterway. Chicago 
terminals somewhat resemble East St. Louis 
with St. Louis removed. 



APPENDIX "A"- -COPY OF QUESTIONNAIRE 



Data Desired by the Chamber of Commerce in Connection With 

Survey of Railroad Terminals 



St. Louis Terminal District. 

Physical Layout : 

1. Blueprints showing entire physical prop- 
erty and all real estate, together with improve- 
ments, owned or leased, and all operating- 
trackage and terminal facilites rights within 
the area embraced by Alton and Dupo, Illi- 
nois, both inclusive, and from the bluffs on 
the east to the western boundary line of St. 
Louis County, Missouri ; and the following 
data as to facilities and traffic of your road : 
Freight Traffic Within the Above District 
Freight Houses — (for each house separately) : 

2. Blue prints, scale not less than 100 feet 
to one inch, of freight house showing loca- 
tion, size, tracks and platform layout, and 
street and driveway approaches. 

3. Distance between freight house and 
yards — to and from which empties and loaded 
merchandise cars are switched from and to 
freight house ; route of such swlitch move- 
ment ; by whom is such switching performed? 

4. Average time required to completely 
switch freight house tracks, i. e., fully pull 
loads and set empties : 

(a) Under normal conditions, 

(b) When general traffic movement is heavy, 

(c) During period of Switchmen's strike 
April to September, 1920. 

5. How often are house tracks usually 
switched in twenty-four hours? 

6. To what extent, if any, is the operation 
of freight house to its normal capacity in- 
terfered with, by : 

(a) Insufficient number of house tracks, 

(b) Bad arrangement of house tracks, 

(c) Present switching methods, 

(d) Freight and passenger trains move- 
ment, and the hours and periods of interfer- 
ence from this cause, 

(e) Congested street and driveway ap- 
proaches to freight house. 

7. Classified number of employes engaged 
directly and respectively in receiving, check- 
ing, trucking, loading, storing and handling 
1. c. 1. merchandise. 

8. Average normal operating (no overhead) 



cost per ton of freight house handling of 1. c. 1. 
merchandise. 

9. Number and car capacity of house tracks. 

10. Floor space, length, breadth, total 
square feet, covered and uncovered, respec- 
tively, — over which 1. c. 1. merchandise is 
handled — of : 

(a) Freight house proper, 

(b) Platforms adjacent to house on team 
side, 

(c) Platforms adjacent to house on track 
side, 

(d) Island platforms (each and number) 
between tracks, 

(e) Any other platforms. 

11. Number and capacity of trucks employed 
at freight house : 

(a) Two-wheel hand trucks, 

(b) Four-wheel hand trucks and trailers, 

(c) Electric trucks, size and type. 

12. Crane facilities, location, number, type 
and capacity : 

(a) Hand cranes, 

(b) Power cranes. 

13. Number and size of door openings 
through which freight is : 

(a) Received team side, 

(b) Delivered team side, 

(c) Handled to and from cars, track side. 

14. Total St. Louis proper freight tonnage 
received and forwarded respectively per year 
for years ending June 30, 1915, and |une 30. 
1920 : 

(a) Carload tonnage, 

(b) 1. c. 1. tonnage. 

15. Total St. Louis proper 1. c. 1. merchan- 
dise tonnage, calendar year 1919: 

(a) Received, 

(b) Forwarded. 

16. Total 1. c. 1. merchandise tonnage mov- 
ing through this gateway, having origin and 
destination beyond St. Louis, calendar vear 
1919: 

(a) Received from connecting lines, 

(b) Delivered to connecting lines. 

17. Approximate or estimated tonnage of 1. 
c. 1. merchandise handled direct to and from 
cars, from and to drays and trucks, that does 



234 



COPY OF QUESTIONNAIRE 



235 



not pass through freight house, calendar year 
1919: 

(a) From drays for out movement originat- 
ing St. Louis, 

(b) Delivered to drays and trucks from in 
movements for St. Louis delivery. 

(c) From drays and trucks received from 
connecting lines. 

(d) To drays and trucks for transfer to 
connecting lines. 

18. Average number of pounds of 1. c. 1. 
merchandise held in freight house beyond free 
time, from failure of consignee to receive. 

19. Amount of floor space consumed by 
merchandise so held. 

20. Amount of freight house floor space 
leased to private parties and location, i. e., 
basement, platform, main or upper floors. 

21. Trap cars, movement during October, 
1920: 

(a) Number of cars loaded at your freight 
houses, and average tonnage per car: 

(1) For deliver)' direct to consig-nees in 
St. Louis, 

(2) For delivery to connecting lines for 
reworking and road movement out- 
bound. 

(3) Average time consumed per car in 
loading, 

(4) Average time consumed per car in 
switching to consignee's place of un- 
loading, 

(5) Average time consumed per car in 
switching to connecting line, 

(6) What billing is made by you to ac- 
company above cars, and average 
time consumed per car in preparing 
same. 

(b) Number of cars loaded by consignors in 
St. Louis on your rails, and average tonnage 
per car : 

(1) Average time consumed per car in 
loading, 

(2) Average time consumed per car in 
switching to your freight houses, 

(3) Average time consumed per car in 
switching to connecting lines. 

(c) Number of cars coming to your freight 
houses at St. Louis and East St. Louis, respec- 
tively, for reworking by you. and average ton- 
nage per car : 

(1) Average time consumed per car in 
switching from connecting line and 
placing at house, 

(2) Average time consumed per car in 
reworking. 

22. St. Louis proper 1. c. 1. tonnage outbound 
and inbound separately, between freight houses 
of Terminal Railroad Association, Cupples Sta- 



tion and railroad transfer companies severally 
on the one hand and your road on the other 
hand, shown separately as to east and west 
road movement, calendar year, 1919. 

23. St. Louis proper 1. c. 1. tonnage handled 
by railroad transfer dray and trucks direct 
between your road and store-door of St. Louis 
consignors and consignees, calendar year, 
1919. — (Note: Eastern lines only need answer 
this.) 

24. Are your present freight house facil- 
ities inadequate to properly take care of cur- 
rent business : 

(a) During what period, 

(b) To what extent, 

(c) What are the causes. 

25. To what extent, if any, have your 
freight house facilities and merchandise han- 
dling capacity been enlarged within the past 
fifteen years and location of such enlarge- 
ments : 

(a) 1906—1910, 

(b) 1911—1915, 

(c) 1916—1920. 

Tracks and Yards — (for each location separ- 
ately) : 

26. Location, number and car capacity of 
team tracks on each side of river, and blue- 
print, scale not less than 100 feet to one inch, 
thereof, showing also streets by name and 
driveways serving same, and give any sug - - 
gestions as to needed widening and improve- 
ments. 

27. Daily average number of cars, loads 
and empties, consigned to and from team tracks. 

28. Extent to which, respectively, cars, 
loads and empties, cannot be placed on team 
tracks account tracks occupied : 

(a) During normal movement. 

(b) During heavy movement. 

29. Average number of carloads daily brought 
to team tracks for inspection and the principal 
such commodities. 

30. Extent to which same are subsequently 
switched from team tracks for unloading or 
movement beyond, and average daily deten- 
tion of such cars on team tracks : 

(a) During normal movement. 

(b) During heavy movement. 

31. Location, number and capacity of hold 
tracks on each side of river, and blueprint, 
scale not less than 100 feet to one inch, of 
same. 

32. Average number of cars occupying hold 
tracks daily : 

(a) During normal movement. 

(b) During heavy movement. 

33. Kind of principal commodities for 
"hold." 



236 



COPY OF QUESTIONNAIRE 



34. Average daily number of cars for hold 
tracks that cannot be placed thereon ac- 
count tracks occupied : 

(a) During normal movement. 

(b) During heavy movement. 

35. Location, number and capacity of re- 
pair tracks on each side of river, with blue- 
print, scale not less than 100 feet to one inch, 
of same; average number of men engaged 
thereat, average detention of cars thereon, 
and average number of cars repaired daily. 

36. Average daily number of cars for re- 
pair tracks that cannot be placed thereon ac- 
count tracks occupied : 

(a) During* normal movement. 

(b) During heavy movement. 

37. Location and capacity of classification 
and storage yards on each side of river with 
blueprint, scale not less than 100 feet to one 
inch, of same. 

38. Average daily number of cars that can- 
not be placed in these yards, or any of them 
account yard full : 

(1) During normal movement, 

(2) During heavy movement, and reasons: 

( a ) Account your yard inadequate. 

(b) Account connecting lines' yards in- 
adequate. 

39. Extent to which carload business for St. 
Louis consignees is delivered by eastern lines 
on east bank of river, account inability of 
Terminal Railroad Association to receive and 
handle in switch movement: 

(a) During normal movement. 

(b) During heavy movement. 
Carload Freight interchange : 

For the month of October, 1920, number 
of loads and empties, route of switch move- 
ment, and points of interchange, from roads 
and industries on west side of river: 

40. To roads and industries on east side 
of river via : 

(a) Merchants Bridge. 
fb) Eads Bridge. 

(c) Alton Bridge. 

(d) Ivory Ferry Transfer. 

41. To Terminal Railroad Association (ex- 
cept West Belt) : 

fa) Team Tracks. 

(b) Local Industries. 

42. To Terminal Railroad Association West 
Belt: 

fa) Team Tracks. 

(b) Local Industries. 

43. To Missouri Pacific (except I M & 
S. and Oak Hill Branch) : 

(a) Team Tracks. 

(b) Local Industries, 
fc) For Beyond. 



44. To St. Louis, Iron Mountain & South- 
ern : 

fa) Team Tracks. 

(b) Local Industries. 

(c) For Beyond. 

45. To Missouri Pacific— Oak Hill Branch- 
fa) Team Tracks. 

(b) Local Industries. 
fc) For Beyond. 

46. To Frisco : 

(a) Team Tracks. 

(b) Local Industries. 
fc) For Beyond. 

47. Wabash (U. D. Line) : 
fa) Team Tracks. 

(b) Local Industries. 

48. To Manufacturers' Railway: 
(a) Team Tracks. 

(b ) Local Industries. 
To Roads and Industries in North St. Louis. 

49. To Wabash : 

(a) Team Tracks. 

(b) Local Industries. 
fc) For Beyond. 

50. To C. B. & O. : 

fa) Team Tracks. 

fb) Local Industries. 

(c) For Bevond. 

51. To C. R. I. &P. : 
fa) Team Tracks, 
(b) For Bevond. 

52 To M. K. '& T.: 

fa) Team Tracks. 

(b) For Beyond. 
From Roads and Industries on East Side 

53. To Roads and Industries on West Side 
via. : 

fa) Merchants Bridge, 
(b) Eads Bridge. 

fc) Alton Bridge. 

(id) Ivory Ferry Transfer. 

54. The Terminal Railroad Association (ex- 
cept West Belt) : 

fa) Team Tracks. 

fb) Local Industries. 

55. To Terminal Railroad Association, West 
Belt: 

fa) Team Tracks. 

(b) Local Industries. 

56. To Missouri Pacific (except I. M. & S 
and Oak Hill Branch) : 

fa) Team Tracks. 

fb) Local Industries. 

(c) For Bevond. 

57. To St. L. I. M. & S. : 
fa) Team Tracks. 

(b) Local Industries. 

fc) For Beyond. 



COPY OF QUESTIONNAIRE 



237 



58. To Missouri Pacific Oak Hill Branch: 

(a ) Team Tracks. 

(b) Local Industries. 

(c) For Beyond. 

59. To Frisco : 

(a) Team Tracks. 

(b) Local Industries. 

(c) For Beyond. 

60. To Wabash (U. D. Line) : 

(a) Team Tracks. 

(b) Local Industries. 

(c) For Beyond. 

61. To Manufacturers' Railway: 

(a ) Team Tracks. 

(b) Local Industries. 

To Roads and Industries in North St. Louis. 

62. To Wabash: 

(a ) Team Tracks. 

(b) Local Industries. 

(c) For Beyond. 

63. To C. B. & 0. : 

(a) Team Tracks. 

(b) Local Industries. 

(c) For Beyond. 

64. To C. R. I. & P. : 

(a ) Team Tracks. 

(b) Local Industries. 

(c) For Beyond. 

65. To M. K. & T. : 

(a) Team Tracks. 

(b) For Beyond. 

Fast Side (Proper) Interchange. 



66. Through carload and less-than-carload 
tonnage, respectively, calendar year, 1919, de- 
livered by east side lines to connecting lines 
on the east side, not passing to the west side ; 
routes of switch movement, and points of in- 
terchange. 

67. Interchange to and from North Market 
Street Dock, calendar year, 1919, carload and 
less-than-carload tonnage separately. 

Passenger Traffic. 

68. Number of trains and cars into Union 
Station, calendar year, 1919, by railroads: 

(a) Regular trains. 

(b) Suburban trains. 

69. Number of passenger trains and cars 
during year 1919, crossings : 

(a) Merchants Bridge. 

(b) Eads Bridge. 

70. Route of movement in St. Louis and 
East St. Louis of passenger trains crossing 
Merchants Bridge. 

71. Route of movement in East St. Louis 
of passenger trains crossing Eads Bridge. 

General. 

Have you in contemplation any immediate, 
or early improvements, expansions or rear- 
rangements of local facilities for the receipt, 
forwarding and terminal handling of freight 
and passenger traffic in St. Louis-East St. 
Louis District, and through this gateway? 



APPENDIX "B"— TABULATION OF ANSWERS 
TO QUESTIONNAIRE 



The following pages include summaries of 
the answers to questionnaires, except where 
the answers could be better shown by graphs. 
The tabulations of the answers to such ques- 
tions as could be best shown graphically are 
indicated on diagrams accompanying this re- 
port. 

The questionnaire was answered by all 
railroads except the Chicago and Eastern Illi- 
nois. 

Answers to Questions 1 and 2 

Physical Layout: 

These questions were answered by the rail- 
roads furnishing maps that were used in the 
preparation of exhibits to accompany the re- 
port. 

Answers to Questions 3, 4, 5, 6 
Freight House Operation. 

Baltimore & Ohio Railroad 

Distance, freight house to Cahokia Yard, is 
one-fourth mile, and to Cone Yard one-half 
mile. The Cone Yard is used for both in- 
bound and outbound freight. Switching per- 
formed by B. & O. Railroad. 

Under normal conditions, fully pull loads 
and set empties in three hours. When general 
traffic movement is heavy, three hours and 
thirty minutes. During the Switchmen's 
strike, April to September, 1920, four hours. 
The time stated is average time. 

House tracks are completely switched at 
night — partially switched at noon. 

The operation of freight house to its normal 
capacity is not interfered with by any of causes 
mentioned in questionnaire. 

Chicago & Alton Railroad 

Yard is adjacent to freight houses. Switch- 
ing performed by C. & A. engines. 

Completely switch freight house tracks, un- 



der normal conditions, in four hours; when 
traffic movement is heavy, in six hours; dur- 
ing period of Switchmen's strike, six hours. 

House tracks are usually switched once in 
twenty-four hours. 

The operation of freight house to its normal 
capacity is not interfered with by any cause 
mentioned in questionnaire. 

Chicago, Burlington & Quincy Railroad 

East St. Louis freight house is one-half 
mile from yards in East St. Louis. The St. 
Louis freight house is four miles from the 
St. Louis freight yards. Switching is per- 
formed by the C. B. & O. engines. 

The average time required to completely 
switch freight house tracks under normal con- 
ditions is eight hours. Same time required 
when general traffic movement is heavy and 
also during Switchmen's strike of 1920. 

House tracks are normally switched once 
of outbound cars, and twice of inbound cars, 
in twenty-four hours. 

The operation of freight houses to normal 
capacity is not interfered with by any cause 
mentioned in questionnaire. 

Cleveland, Cincinnati, Chicago & St. Louis 
Railway 

Distance from freight houses to outbound 
yards is 1.7 miles. 

The inbound yards are adjacent to the 
freight houses, the center of freight houses 
to center of gravity of vards being about 
900 feet. 

Switching is performed by C. C. C. & St. 
L. engines. 

Under normal conditions, average time to 
pull loads and set empties is one and one-half 
hours. When general traffic movement is 
heavy, one and one-half hours. During Switch- 
men's strike 1920, one and one-half hours. 



238 



TABULATION OP ANSWERS TO QUESTIONNAIRE 



239 



Mouse tracks are usually switched twice in 
twenty-four hours. 

Operation of freight house to normal capacity 
is interfered with : 

When inbound is heavy, usually hold out 
twenty-rive cars. 

In isolated cases, by inbound freight trains 
between 11:45 a. m. and 1:00 p. m. and be- 
tween 4:45 p. m. and 6:00 p. m. 

Xo interference account of other causes cited 
by questionnaire. 

Chicago, Peoria & St. Louis Railroad 

The yard is adjacent to the freight house. 

In and outbound freight are handled through 
same house, cars are handled in yard adjacent 
to freight house from yard track to house 
track. Switching is performed by C. P. & St. 
L. engines. 

Average time to completely switch freight 
house track, under normal conditions, is one 
hour ; when general traffic movement is 
heavy, one hour and twenty-five minutes ; dur- 
ing Switchmen's strike in 1920, one hour and 
thirty minutes. 

House tracks are usually switched twice in 
twenty-four hours. 

The operation of freight house to normal 
capacity is not interfered with by any cause 
mentioned in questionnaire. 

Chicago, Rock Island & Pacific Railway 

The freight facilities of the C. R. I. & P. 
Railway Company, the C. & E. I. Railroad, and 
the St. L.-S. F. are used jointly. 

Distance from Carrie Avenue Yard to the 
Biddle street freight house is 3.97 miles. 
Switching is performed by the Terminal Rail- 
road Association engines. 

Tt appears that insufficient number of house 
tracks, and bad arrangement of house tracks 
interfere with operation of freight house to its 
normal capacity to some extent, which is 
stated as 5 per cent in each case. 

The average time required to completely 
switch freight house tracks is not given. 

Illinois Central Railroad 

Average switching distance between new 
yard and freight house is two miles. 



Between Lumber Yard and Freight Plouse, 
three-fourths mile. 

Between Broadway Yard and Freight House, 
one-fourth mile. 

All switching performed by Illinois Central 
engines. 

Under normal conditions, pull loads and set 
empties in eight hours. No increase of time 
required when general traffic movement is 
heavy, or during the Switchmen's strike in 
Apni, 1920. 

The outbound house track is switched once, 
and the inbound house track twice, in twenty- 
four hours. 

Operation of freight house to normal capacity 
is not interfered with by any cause mentioned 
in the questionnaire. 

Illinois Traction System 

Yard in Granite City is six and one-half miles 
from freight house in St. Louis. All switching- 
is performed by I. T. S. engines. 

Time required to switch freight house track 
under all conditions is ten hours. The freight 
is switched once in twenty-four hours. 

Operation of freight house to normal capac- 
ity is not interfered with by any cause men- 
tioned in the questionnaire. 

Louisville & Nashville Railroad 

The East St. Louis freight house is adjacent 
to the yard. The St. Louis freight house is 
ten miles from the yard. The east side house 
is switched by L. & N. engines, west side house 
is switched by the Terminal Railroad Associa- 
tion engines. Under normal conditions the 
east side house is completely switched in one 
hour and fourteen minutes ; the west side 
house in two hours. During heavy traffic the 
east side house is switched in two hours and 
thirty minutes and the west side house in 
three hours. During the Switchmen's strike, 
April to September, 1920, it required four hours 
to switch each house. 

The houses are switched twice in twenty-four 
hours. 

Operation of freight house to normal ca- 
pacity is not interfered with by any cause 
mentioned in the questionnaire. 



240 



TABULATION OF ANSWERS TO QUESTIONNAIRE 



Missouri, Kansas & Texas Railway 

Distance from Broadway and Mullanphy 
freight house to Baden Yard 5.8 miles. Switch- 
ing performed by Terminal Railroad Associa- 
tion engines. 

The average time required to completely 
switch freight house tracks, under normal con- 
ditions, is three hours ; when general traffic 
movement is heavy, four hours ; during Switch- 
men's strike, April to September, 1920, four 
to six hours. 

During a twenty-four-hour period, empties 
are placed once and loads are removed once. 

Regarding the operation of freight house to 
normal capacity, the trackage is sufficient and 
the arrangement satisfactory. 

Outbound team track loads and merchandise 
are pulled out by Terminal Switch engines 
between hours of 6 p. m. and 8 p. m. Empties 
placed for loading outbound set between mid- 
night and 8 a. m. Inbound merchandise loads 
and team track loads placed same hour. Oc- 
casionally inbound loads are placed between 
8 a. m. and 2 p. m. 

There being four other freight houses on 
the same main track and many industries lo- 
cated on this single main track between Mul- 
lanphy street and Carrie avenue, the handling 
of outbound merchandise and inbound mer- 
chandise empties is badly interfered with at all 
hours, due to opposing engines working on the 
same single track, handling empties and loads 
for industries and other freight houses. 

Missouri Pacific Railroad 

Seventh Street Freight Station : 
Empties : 

25 per cent from Ivory Yard via Oak Hill 
Branch 11.8 miles. 

25 per cent from Lesperance Street Yards 
via Poplar Street Connection, 2.3 miles. 

50 per cent from Spring avenue, via Mo. 
Pac. rails through Mill Creek Valley, 2.5 miles. 

Switching performed by Missouri Pacific en- 
gines. 
Loads : 

Move from and to yards at Twenty-third 
street over Mo. Pac. rails, distance 1.1 miles; 
switched by Missouri Pacific engines. 



Biddle Street Freight Station: 
Empties : 

Moved from Twelfth Street Yards, 2.4 miles. 
Switched by Terminal Railroad Association 
via Terminal Elevated. 
Loads : 

Received at Twelfth street, and moved over 
Terminal Elevated by Terminal Railroad As- 
sociation, distance 2.4 miles. 
Gratiot Street Station : 
Empties and Loads : 

Move from and to the Lesperance Street 
Yards direct, distance 0.5 miles. Switched by 
Mo. Pac. engines. 

Time required to pull loads and set empties : 
Seventh Street Station — Under normal con- 
ditions, twelve hours. 

Not affected by heavy general traffic move- 
ment or by strike. 

Biddle Street Freight Station — Under normal 
conditions, four hours. 

Gratiot Street Freight Station — Under nor- 
mal conditions, eight hours. 

At the Seventh Street Station house tracks, 
cars are set twice and pulled three times in 
twenty-four hours; at Biddle street they are 
set once and pulled once; at Gratiot Street 
Station they are set twice and pulled three 
times in twenty-four hours. 

The operation of freight houses to their 
normal capacity is interfered with in the case 
of the Gratiot Street Station, by poor arrange- 
ment of tracks serving local shed, a rearrange- 
ment of which would increase capacity five or 
six cars. 

Also, at the same station, the lack of hard 
surface on Gratiot and First streets causes 
stalling of vehicular traffic and consequent 
congestion. 

Mobile & Ohio Railroad 

Distance freight house to yards, 2,000 feet. 

Switching performed by M. & O. engines. 

Under normal conditions, fully pull loads 
and set empties in about three hours; when 
general traffic movement is heavy, about three 
hours; during the Switchmen's strike, April 
to September, 1920, from three to six hours 
were required. 



TABULATION OF ANSWERS TO QUESTIONNAIRE 



241 



In twenty-four hours, the house tracks are 
completely switched once, and the inbound 
cars, three to four times. 

Operation of freight house to its normal ca- 
pacity is not interfered with by any cause 
mentioned in questionnaire. 

Pennsylvania Railroad. 

East St. Louis Freight Houses : 

Rose Lake Westward Yard to Inbound 
Freight House over Pennsylvania Railroad 
main line and running tracks, 4.5 miles. 

Outbound Freight House to Rose Lake East- 
ward Yard, over Pennsylvania Railroad tracks, 
distance 3.5 miles. 

All switching performed by Pennsylvania 
engines. 

St. Louis, Main and O'Fallon Street Freight 
Flouse (when in operation, 1920) : 

Inbound freight, from Rose Lake Westward 
Yard to Willows, over Pennsylvania tracks ; 
thence over St. Louis Merchants Bridge Ter- 
minal Railwav main tracks, across Merchants 
Bridge and southwardly, a distance of 9.6 
miles. 

Outbound freight, the reverse of above, dis- 
tance 8.6 miles. 

All switching performed by St. L. M. B. T. 
Railway. 

Average time required to switch freight 
houses : 
East St. Louis : 

Under normal conditions, three hours. 

Under heavy traffic, four hours. 

During Switchmen's strike, 1920, three 
hours. 
Main and O'Fallon Freight House : 

Under normal conditions, forty-five minutes. 

Under heavy traffic conditions, one hour. 

During Switchmen's strike, one and one- 
half hours. 

Freight houses are switched as follows : 
East St. Louis : 

Inbound, twice in twenty-four hours. 

Outbound, once in twenty-four hours. 
Main and O'Fallon House: 

Switched once in twenty-four hours. 

The operation to normal capacity of freight 
houses is not interfered with to any appreci- 



able extent by any of causes mentioned in 
questionnaire. 

St. Louis-San Francisco Railway. 

Distance, Clifton Heights Yard (outbound) 
to Seventh Street Freight House is ten miles ; 
to Broadway Station, 12.2 miles. 

Distance, Chouteau Avenue Yards (inbound 
yard) to Seventh Street Station is 3.6 miles. 

Inbound freight is brought to Chouteau Ave- 
nue Yards, sorted and turned over to Terminal 
Railroad Association at Twenty-third street, 
which handles to the freight houses. Out- 
bound freight is brought from freight houses 
to Twenty-third street by Terminal Railroad 
Association ; from Twenty-third street it is 
handled by St. L.-S. F. engines to their yards 
at Clifton Heights. 

The average time required to completely 
switch freight house tracks under normal con- 
ditions : 

Seventh Street House, five hours. 

Broadway House, five hours. 

When general traffic movement is heavy, 
depends upon congestion of terminal. Ex- 
act time not obtainable. No information to 
answer as to time required during the strike 
period. 

House tracks are usually switched once in 
twenty-four hours. 

The present switching method at both 
Broadway and Seventh Street houses is to 
set empties for outbound and loads from in- 
bound trains at night, usually pulling both 
houses at 6 :00 p. m. 

If not performed as above, the pulling and 
placing at both houses is interfered with by 
passenger trains up to 8 p. m. 

St. Louis Southwestern Railway. 

Distance, freight house to yard, 11^4 miles. 

Routing via Merchants Bridge and Illinois 
Transfer. 

Switching is performed by Terminal Rail- 
road Association. 

Average time to completely switch freight 
house tracks, under normal conditions, six 
hours. 

When general traffic movement is heavy, 
six hours. 



242 



TABULATION OF ANSWERS TO QUESTIONNAIRE 



During Switchmen's strike, 1920, four hours. 

House tracks are usually switched once in 
twenty-four hours. 

Operation of freight house to normal ca- 
pacity not interfered with by any cause men- 
tioned in questionnaire. 

Southern Railway 

Distances between freight houses and Coap- 
man Yard is as follows : 

Broadway Freight House to Coapman Yard, 
2.52 miles. 

Sixth Street Freight House to Coapman 
Yard, 2.27 miles. 

Route is direct, from freight house to yard. 

Switching is performed by Southern Rail- 
way engines. 

Under normal conditions, fully pull loads 
and set empties in fifty minutes. When gen- 
eral traffic movement is heavy, one hour and 
thirty minutes. During Switchmen's strike, 
April to September, 1920, two hours. 

House tracks usually switched three times 
in twenty-four hours. 

Operation of freight house to normal ca- 
pacity is not interfered with by any cause men- 
tioned in questionnaire. 

Terminal Railroad Association 

Switching performed by own engines. 

Freight houses Nos. 1 and 2 and yards are 
together, from Tenth to Twelfth street, St. 
Louis. 

No data available as to average time re- 
quired to completely switch freight house 
tracks. 

House tracks are switched once in every 
twenty-four hours. 

The operation of freight house to normal 
capacity is not interfered with by any cause 
mentioned in questionnaire. 

Toledo, St. Louis & Western Railway 

Distance from freight house to yards is 3.78 
miles. 

Switching performed over T. St. L. & W. main 
line by T. S. L. & W. engines. 

Average time required to completely switch 
freight house tracks, under normal conditions, 
is thirty-five minutes ; when general traffic 
movement is heavy, time required is forty-five 



minutes ; during the Switchmen's strike in 
1920, fifty-five minutes required. 

House tracks are usually switched once in 
twenty-four hours. 

The operation of freight house to normal ca- 
pacity is not interfered with by any cause men- 
tioned in the questionnaire- 

Wabash Railway 

Distance North Market Street Yards to 
Franklin Avenue Freight House, one and one- 
half miles. 

Distance, Bridge Junction Yards, Fast St. 
Louis to Front Street Freight House, three- 
fourths mile. 

Switching in both cases is performed by 
Wabash engines. 

The average time required to completely 
switch freight house tracks, in St. Louis, is 
eight hours, under normal conditions, or when 
general movement is heavy, and same time was 
required during Switchmen's strike of 1920. 

In East St. Louis, four hours per day is 
average time required under all conditions. 

House tracks are switched twice in twenty- 
four hours, at noon and at night. Applies to 
both East St. Louis and St. Louis. 

The operation of freight houses to normal 
capacity is not interfered with by any cause 
mentioned in questionnaire. 

Answers to Question 7 

Number of Employes : 

As the number of employes varies with the 
amount of business the answers are not readily 
comparable; therefore they have not been tab- 
ulated. 

Answers to Questions 8, 9, 10, 11, 12, 13, 14, 
15 and 16 

Freight House Data : 

The answers to these questions are shown 
on statement of Freight House data for each 
road in Appendix D. 

Answers to Question 17 

L. C. L. merchandise tonnage that passed 
direct between cars and drays not passing 
through Freight Houses for the year 1919 : 

The only roads that reported 1. c. 1. freight 
handled in this manner are the C. C. C. & St. 
L., Pennsylvania and St. L--S. F. The amounts 



TABULATION OF ANSWERS TO QUESTIONNAIRE 243 

of freight so handled were very small in com- T. R. R. A. — No data available. 

parison to the freight passing through the T. St. L. & W. — Not over 100 pounds per 

freight houses. day. Practically no space occupied. 

Wabash (St. Louis) — 10,000 pounds per day. 

Answers to Questions 18 and 19 Wabash (East St. Louis;— 1,500 pounds per 

Amount of 1. c. 1. merchandise held in day. 

freight house beyond free time and floor space Answers to Question 20 

consumed by such merchandise : Freight house floor space leased to private 

B. & O. — 300 pounds per month, occupying parties: 

4 square feet. The following are the only railroads that 

C. & A. None. lease freight house space to private parties : 
C. B. & Q. — 3,000 pounds daily, occupying 

30 square feet. M. K. & T. 

C. C. C. & St. L.— 700 pounds average Three inbound platforms on the Broadway 

amount, occupying 200 square feet. level, three driveways on the Broadway level, 

C. P. & St. L-— 2,000 pounds per month, fonr tmcks on track kvel with island plat _ 

occupying 20 square feet. £orm ]eased to the United States Government 

L. R. I. & P. — 42,000 pounds average per „ ., c . . r 

. r T _ , m™ Quartermaster temporarilv for the storing- of 

month from January to September, 1920. ~ .. '„ o>f-,,o 

I. C-1,300 pounds per day, occupying 150 Government supplies. Total area, 37,318 

square feet. square feet exclusive of driveway. 

L. & N. — 2,000 pounds per day, occupying 

50 square feet. St. L. S. W. 

M. K. & T. — 75,000 pounds per day, occupy- Four floors of Florida Street Station are 

ing 6,000 square feet. leased to the Main Street Warehouse Co. 

Mo. Pac. (Seventh street)— 2,000 pounds per Second Floor Storage 15,420 Square Feet 

day, occupying 400 square feet. Cold Storage 1,291 Square Feet 

Mo. Pac. (Gratiot street)— 2,000 pounds per Office, etc 5,265 Square Feet 

day, occupying 400 square feet. Third Floor Storage 17,850 Square Feet 

M. & O— Not over 500 pounds per day, oc- Warm Storage 2,430 Square Feet 

cupying 30 square feet. Fourth Floor Storage 20,280 Square Feet 

Pennsylvania (East St. Louis)— 500 pounds Fifth Floor Storage 20,280 Square Feet 

daily, occupying 20 square, feet. 

Pennsylvania (St. Louis)— 2,500 pounds Total i 82,816 Square Feet 

daily, occupying 100 square feet. 

St. L.-S. F. (Seventh street)— 142,283 Wabash 

pounds per month, occupying variable space. St. Louis, Platform 14,440 Square Feet 

St. L.-S. F. (Broadway)— 5,927 pounds per St. Louis, Second Floor 2,400 Square Feet 

month occupying variable space. Since October, 1920, Pennsylvania has 

bt. L. S. W. — 1,000 pounds per day; space . , . 0j T . , . , 

unknown leased its St. Louis house for warehouse pur- 
Southern — Practically none. poses. 



244 



TABULATION OF ANSWERS TO QUESTIONNAIRE 



CM 

C 

o 



4> 

3 

a 

o 

4-» 

w 

u 

4) 
CO 

C 



o 



3 

PQ 

u 
a) 
O 

a 
to 



(i c ^ 
bo bo re 
re rtrj 

^ r- i. 

> 5 " 



^«o 



Zp5 



W J> |m 

u c v- 
> O 4» 



GO O j- y; (ft 

«° 5r s 'i 

,„.<cj "jMi-T 

■ V C -t tr\ 
O -o bo ° 



u if. i- 

4J c u 

> o v 



« o •" 

^ ^ CJ 



bo bo re 
re «o 



<£«£ 



V- O (/: 

re +- w- = 
^ c o 



iO io iq in 

to n fi oo d oo ai 



is in »n 
i^ as t-^ as 



O >-i 00 O CD CM O 


• 00 


• O 1^ Tfi 

• 2 ° ■zi 


O O 


N h o IO 00 m 


• 00 


Oo ■>* 


rt N (N CO 




■ CO (N IN 


'- ' 



in 

CO 00 O! 00 



O CM CO O 

(D 00 h 00 






O) O U5 O " 03 

io rt i< ■ Tt< 



O i^ oo to oo f 



i« • 


• «5 


>C5 ON 


co 


• in 


>n 




m t3 


"i ; 


." °° 


>o 00 


CO 


; m 


-r 


CO 


CO jU 
CU 

is 

to 
(3 
CU 

+-» 

o 
ri 


CO m 


■ to 


CO 


co 


• CO 


'M 


■* 


lO g 

lo 
tu 

3 

a 



CO N 00 N 



• in 






lO lO 

in m° 



© 



: 2 : § 



a 



w 



6 <j # O # 



C3 +J 

g J2 H 



w 55 2 



; °8 



Efl 



X 



*j -» *3 £= 

<n CO T3 

PQ 



a! 



CT3 CS '— ' 

Ph Ph jy 

6 d 



c^hja 



pq d d d d d _; _■ h4 h4 § § § § £ (2 w to in to H H ^ ^ 



a! aj IX, fe P* 
> > 

en w 

3 

3 



1/3 



^B 






CO .c 
. erf 



TABULATION OF ANSWERS TO QUESTIONNAIRE 



245 



Answers to Question 22. 



Tons of L. C. L. Freight in 1919 
Delivered to and Received from 



B. & O 

C. & A 

C. B. & Q 

C. C. C. & St. L 

C. P. & St. L 

C. R. I. & P 

I. C 

I. T. S 

L. & N 

M. K. & T 

Mo. Pac 

M. & O 

Pennsylvania 

St. L.-S. F 

St. L.-S. W 

Southern 

T. St. L. & W 

Wabash (East St Louis) 
Wabash (St. Louis) 



T. R. R. A. 








Transfer 


Freight House 




Cupples 


Station 


Companies 


To From 




To 


From 


To 


From 


4,800 2,656 




1,171 


3,913 


21,707 


15,111 


Information 


not 


available 








229 




648 


7,382 




23,000 


16,113 3,348 




2,445 


2,349 


45,626 


40,207 


1,362 1,558 




117 


937 


3,531 


7,023 






145 


498 




7,608 


Information 


not 


available 




1,869 


10,861 


Information 


not 


available 




44,585 


3,257 


Information 


not 


available 












1,422 


14,688 




22,092 


994 2,452 




561 


1,214 


2,086 


34,787 


2,193 2,671 




2,993 


4,131 


4,801 


13,854 






449 


12,611 


227 


18,151 






62 


3,709 




16,027 


4,469 1,818 




2,293 


2,976 






Question not answered 








480 






992 


2,861 


15,892 


1,824 1,967 




2,436 


1,786 


171,576 


178,495 



Answers to Question 23 

St. Louis proper 1. c. 1. tonnage handled by 
railroad transfer drays and trucks direct be- 
tween railroad and store doors of St. Louis 
consignors and consignees, calendar year, 
1919: 

Of the East Side lines requested to answer 
this question the 

B. & O— Reports 2,085 tons delivered to St. 
Louis stores and 1,460 tons received. 

C. C. C. & St. L.— 9,126 tons delivered 
(stated westbound) and 668 tons received 
(stated eastbound). 

Pennsylvania — Reports 467 tons total deliv- 
ered to and received from St. Louis stores. 

I. C. — Reports none delivered or received. 

St. L. S. W. — Reports none delivered or re- 
ceived. 

Wabash — Reports none delivered or re- 
ceived. 

The other East Side roads did not answer 
the question. 

Answers to Question 24 

Adequacy of freight house facilities to prop- 
erly take care of current business : 

B. & O. — Reports that their facilities are 
frequently inadequate at no special period ; 
during heavy seasons continuously inade- 
quate. The congestion is such that they are 
forced to load trap cars for relief. The cause 
is that the transfer service is not sufficient. 



C. B. & Q. — Reports that facilities are ade- 
quate to care for normal business. 

C. R. I. & P. — Facilities inadequate from 
3:00 p. m. to 5:00 p. m. to extent of 20 per 
cent on account of late deliveries. Practically 
35 per cent of freight, on the average, is deliv- 
ered after 3 :00 p. m. for outbound movement. 

St. L.-S. F. — Reports that at times during 
the year freight house facilities are inadequate 
to handle business. The exact causes are so 
variable that they cannot be set out. 

All other roads report their freight house 
facilities are adequate to handle properly the 
current business. 

Answers to Questions 25 

Extent to which freight house facilities and 
merchandise handling capacity have been en- 
larged within the past fifteen years : 

The following railroads report that no en- 
largements have been made within the past 
fifteen years in freight house facilities and 
merchandise handling capacity : 

B. & O.— C. R. I. & P.— C. P. & St. L.— St. 
L.-S. F.— Southern— T. R. R. A. 

Of the above railroads the C. R. I. & P. and 
Southern state that no immediate improve- 
ments are contemplated. 

The B. & O., C. P. & St. L., St. L.-S. F. 
and T. R. R. A. made no statement as to pro- 
posed improvements. 



246 



TABULATION OF ANSWERS TO QUESTIONNAIRE 



Other railroads report improvements as fol- 
lows : 

C. & A.— From 1906 to 1910 little or no ex- 
pansion took place. From 1911 to 1915, con- 
siderable expansion was made. (Extent and 
nature not stated.) During period 1916 to 
1920, freight terminals were rebuilt and en- 
larged, and are now said to be ample for 
their needs. Additional expansion is not con- 
templated for some years. 

C. B. & Q.— From 1906 to 1915 no improve- 
ments were made. During period from 1916 
to 1920 one transfer dock opposite freight 
house, to accommodate 12 cars, was built. 
Under existing conditions no immediate ex- 
penditures anticipated. Several projects un- 
der investigation but not completed. 

C. C. C. & St. L.— From 1906 to 1910, the 
inbound freight house was extended 330 feet 
and platform at east end extended 55.6 feet. 
From 1911 to 1915 no additional improve- 
ments. During 1916 to 1920, the outbound 
platform was extended 40 feet at east end. 
Contemplate building of a large terminal 
freight yard at Lenox. Work has already been 
started on the first unit of this yard. 

I. C. — From 1906 to 1915 no changes were 
made. Both inbound and outbound freight 
houses existing in 1915 were replaced with 
modern structures — the outbound house in 
1917 and the inbound in 1919. The new in- 
bound house floor space is approximately 
7,468 feet greater than the old one. The new 
outbound freight house floor space is not any 
larger than that of the old house, but the trans- 
fer platform greatly increased capacity of fa- 
cilities for handling merchandise through 
house. No additional immediate or early im- 
provements are contemplated. 

I. T. S. — Present freight house was built 
entirely new about 1910. 

L. & N. (East St. Louis) — Five tracks built 
since 1910, with total car capacity of 85 cars. 
Large freight house constructed and later 
large addition built to freight office and sta- 
tion. 

L. & N. (St. Louis) — New receiving office 
built to expedite receipt of freight, straight- 



ened lead tracks. New incline driveway built 
for handling machinery and other heavy ma- 
terial. Teaming alley widened and paved. 

M. K. & T. — The present freight house was 
constructed in 1911 and certain rearrange- 
ments of platforms and facilities at track level 
were made in 1914. 

Missouri Pacific — From 1906 to 1915 no in- 
crease in facilities were made. During period 
1916 to 1920 an addition, 24x240 feet, was 
made to the east inbound shed, at the Gratiot 
Street Freight Station. No immediate or early 
improvements contemplated. 

M. & O.— From 1906 to 1915 no improve- 
ments were made. From 1916 to 1920 addi- 
tions were made to the Cahokia Yard, three 
tracks being added, aggregating a length of 
6,105 feet. During this same period an en- 
tirely new freight house was built in East St. 
Louis of ample size to handle the business. 

Pennsylvania — The freight house facilities 
at East St. Louis have not been enlarged dur- 
ing the past fifteen years. The freight house at 
.Main and OFallon streets, St. Louis, was 
taken over in June, 1911, from the M. K. & 
T. Railway, to which road it was leased until 
that time. The house is 60x705 feet (42,000 
square feet), covered platform in track side 
705 feet by 5 feet 9 inches, and the unloading 
platform 86 feet long by 35 feet 6 inches at 
one end and 11 feet wide at other end. The 
enlargement of Rose Lake Yard with the view 
of making more classification at that point is 
now being considered. 

St. L. S. W.— The former freight station at 
Second and LaSalle streets (43 feet 4 inches 
by 248 feet 6 inches), with two tracks, was 
given up January 31, 1913, at which time the 
present station at Florida and Main streets 
was opened. No other improvements are re- 
ported during last fifteen years, and none are 
contemplated at the present time or immediate 
future. 

T, St. L. & W. — A modern office and new 
freight house were built and tracks rearranged 
in 1913. No other improvements reported dur- 
ing past fifteen years. 

Wabash — Two additional freight houses 



TABULATION OF ANSWERS TO QUESTIONNAIRE 



247 



were established in St. Louis during- period 
from 1Q06 to 1910, total area 82,171 square 
feet. In 1917 a 1,500-car yard was constructed 
in Granite City. No immediate or early im- 
provements, expansions, or rearrangements 
are contemplated. 

Answers to Questions 26 and 27 

Number, capacity and daily cars to team 
tracks : 

Answers to these questions shown else- 
where in graphic form. 

Answers to Question 28 

Extent to which cars, loads and empties 
cannot be placed on team tracks on account 
of tracks occupied : 

C. B. & 0. — Reports that team track facil- 
ities are adequate to handle 50 per cent more 
than normal business. 

C. P. & St. L. — Reports that during normal 
movement all cars can be placed. During 
heavy movement cars to extent of ten loads 
cannot be placed. 

Southern — States they can place all cars. 
Have been able to set all team track cars, ex- 
cept in cases of accumulation, due to interrup- 
tion of transportation, such as during the 
Switchmen's strike. 

The question was not answered by C. R. I. 
& P. and T. R. R. A. 

All other roads report ability to place all 
cars during both normal and heavy movement. 

Answers to Questions 29 and 30 

Number of cars to team tracks for inspec- 
tion and unloading : 

The answers to these questions are shown 
elsewhere in graphic form. 

Answers to Questions 31, 32 and 33 

Number, capacity and average daily cars to 
hold tracks : 

Answers to these questions shown else- 
where in graphic form. 

Answers to Question 34 

Average daily number of cars for hold 
tracks that cannot be placed thereon account 
of tracks occupied : 



C. B. & O. and Pennsylvania — Reports that 
when regular hold tracks are filled, other ad- 
ditional tracks are assigned for this purpose. 

C. C. C. & St. L. — During normal move- 
ment all cars can be placed. During heavy 
movement an average of 10 cars cannot be 
placed. 

T. St. L. & W. — Reports that all cars can 
be placed during normal movement. During 
heavy movement 100 cars cannot be placed. 

C. R. I. & P. and T. R. R. A.— Make no re- 
ply to this question. 

The other roads report that hold tracks are 
sufficient to accommodate all cars both during 
normal and heavy movement. 

Answers to Question 36 

Repair Tracks : 

Average daily number of cars for repair 
tracks that cannot be placed there on account 
of tracks occupied : 

B. & O. — During normal movement all cars 
can be placed. During heavy movement aver- 
age of 25 cars cannot be placed. 

C. B. & Q. (East St. Louis)— Average of 25 
cars cannot be placed both during normal and 
heavy movement. 

C. R. I. & P. — During normal movement all 
cars can be placed. During heavy movement 
average of 60 cars cannot be placed. 

C. C. C. & St. L. — Reports that 10 cars dur- 
ing normal movement and 25 cars during- 
heavy movement cannot be placed on account 
of tracks occupied. 

Pennsylvania — All cars can be placed dur- 
ing normal movement. During heavy move- 
ment about 30 cars per day cannot be placed 
on repair tracks. 

St. L.-S. F. — Reports that about 50 cars 
cannot be placed, after all rip tracks are full 
at Chouteau avenue. 

Question not answered by T. R. R. A. 

The other roads report that repair tracks 
are ample to take all cars both during normal 
and heavy movement. 



248 



TABULATION OF ANSWERS TO QUESTIONNAIRE 



Name of Road 

A. & S 

B. & O 

C. & A 

C. B. & Q. (East)... 
C. B. & Q. (West)... 
C. & E. I 1 

C. R. I. & P| 

C. C. C. & St. L 

C. P. & St. L 

East St. lvouis & Sub 

I. C 

I. T. S 

L. & N. (East) 

L. & N. (West) 

Manufacturers , 

M. K & T 

Mo. Pac. (East) 

Mo. Pac. (West) 

M. & O 

Pennsylvania (East)., 
Pennsylvania (West) 

St. L.-S. F 

St. L.-S. W 

St. L. T. & E 

St. L. & O'F 

Southern 

T. R. R. A. (East).. 
T. R. R. A. (West).. 

T. St. L. & W 

Wabash (East) 

Wabash (West) 



Answers to Questions 26, 35 and 37 

Capacity of 
Classification and Capacity of 

Storage Tracks Team Tracks 

750 25 

934 148 

259 43 

604 62 

2,213 388 

667 102 

906 126 

450 51 

41 

1,738 140 
109 

512 96 

30 

365 

1,050 42 

2,418 

5,432 595 

945 44 

1,151 143 

50 

1,177 230 

894 54 
14 

475 

1,790 98 

11,175 104 

3,704 1,558 

917 50 

2,484 115 

1,903 221 



Capacity of 


No. 


of Cars 


Repair Tracks 


Repaired Daily 


50 






84 




82 


112 




60 


60 




60 


40 




30 


150 




96 


52 




50 


37 




19 


60 




12 


155 




100 


25 




5 


75 




60 

8 


176 




75 


165 




453 


413 




621 


60 




35 


128 




40 


179 




80 


57 




42 


50 




23 


170 




60 


681 






280 






54 




15 


95 




61 


80 




48 



Answers to Question 38 

Classification and Storage Yards : 

Average daily number of cars that cannot 
be placed account yard full: 

B. & O. — During normal movement none, 
except when offered by all direct connections 
at same time may be a few hours' delay. Dur- 
ing heavy movement 25 to 100 cars cannot be 
placed. All lines become congested and all 
come or offer heavy cuts of cars and they are 
unable to relieve us of cars ready for delivery 
to them. 25 to 100 cars cannot be placed on 
account of connecting line's yards inadequate. 

C. B. & 0. — States they cannot answer. 
C. R. I. & P. — During normal movement 75 

cars cannot be placed. During heavy move- 
ment 150 cars cannot be placed. Cause stated 
to be both account of the inadequacy of C, R. 
I. & P. Yards and of yards of connecting lines. 
C. C. C. & St. L. — During normal move- 
ment all can be placed. During heavy move- 
ment about 30 cars cannot be placed. Cause 
due to inadequacy of C. C. C. & St. L. Yards 



and to connecting line's failure to accept cur- 
rently. 

M. K. & T. — None. Unless eastern lines 
embargo freight. 

Missouri Pacific — All tracks, main line west 
between Twelfth street and Tower Grove Sta- 
tion : During heavy movement 200 cars can- 
not be placed account of connecting line's 
yards inadequate. Lesperance Street Yard : 
All cars can be placed, both during heavy and 
normal movement. River Line, south end 
Lesperance Street Yard to and including Jef- 
ferson Barracks : 400 cars cannot be placed 
during heavy movement, account of Missouri 
Pacific Yards inadequate. Dupo, Bixby and 
East Ivory Yards : 300 cars cannot be placed 
during heavy movement account connecting 
line's yards inadequate. During- normal move- 
ment all cars can be placed at each of the 
above yards. 

T. R. R. A. — Did not answer this question. 

The other roads state that all cars can be 
placed, both during normal and heavy move- 
ment. 



TABULATION OF ANSWERS TO QUESTIONNAIRE 



249 



Answers to Question 39 

Extent to which carload business for St. 
Louis consignees is delivered by eastern lines 
on east bank of river, account of inability of 
Terminal Railroad Association to receive in 
switch movement : 

B. & O. — Reports none during normal move- 
ment. During heavy movement only when 
cars are badly needed — occasionally. 

C. C. C. & St. L. — Reports none except in 
case of accident or strike, etc. 

I. C. — Reports practically none. 
Pennsylvania — Reports none except during 
Switchmen's strike. 



Other eastern lines report none either dur- 
ing normal or heavy movement. 

Answers to Questions 40 to 67, Inclusive 

Carload freight interchange October, 1920: 

Answers to these questions have been sub- 
stituted by routing and density diagrams and 
by tabulations showing interchange between 
railroads. 

Answers to Questions 68, 69, 70 and 71 

Routes of Passenger Trains': 

Answers to these questions are shown else- 
where in graphic form as routing and density 
diagrams. 



APPENDIX "C"— FREIGHT HOUSE 
OPERATING SCHEDULES 



Baltimore & Ohio Railroad 

The doors are closed against receiving 
freight at 4 :30 p. m. daily, except Saturday, 
when they are closed at 3 :30 p. m. The cars 
are sealed at 4 :45 and pulled from the house 
at about 5 p. m. Most of the cars leave East 
St. Louis in trains Nos. 90 and 88 at 7 p. m. and 
9 p. m., respectively. The remainder are put 
in a local train leaving at 7 :20 a. m. the follow- 
ing morning. Inbound merchandise trains ar- 
rive at 2 :45 a. m., the cars being placed at the 
house at 7 a. m. 

Chicago & Alton Railroad 

The doors are closed against receiving 
freight at 4 :30 p. m. The cars are sealed at 
4 :45 and pulled from the house at 5 :45 p. m. 
Chicag-o and Springfield cars are pulled at 
2:15 p. m., leaving East St. Louis on train 
No. 80 at 3 :30 p. m. The other cars go out in 
a train at 7:30 p. m. Inbound merchandise 
cars arrive in the Venice and Brooklyn yards 
in trains at 8 a. m. and 11 a. m. and are set at 
the house at 1 :30 p. m. Local merchandise 
cars arriving during the night are set before 
7 a. m. 

Chicago, Burlington & Quincy Railroad 

The East Side and West Side houses oper- 
ate on about the same schedule. The doors 
are closed against receiving freight at 5 p. m. 
The cars are sealed between 5 and 6 p. m. 
Northbound trains leave at 6:45 p. m. and 
westbound at 9 p. m. South Illinois freight is 
pulled from the St. Louis house at 4:30 p. m., 
is handled via Alton Bridge and leaves East 
St. Louis at 10 p. m. Inbound cars arriving 



Cleveland, Cincinnati, Chicago & St. Louis 
Railway 

The doors are closed against receiving 
freight at 4 :30 p. m. The cars are sealed at 
4:45 and pulled at 5:10 p. m. Through cars 
leave East St. Louis at 7 p. m. Local cars do 
not leave until the following morning at 7 :30. 
The inbound merchandise train arrives about 

6 a. m. and is set at the house as soon there- 
after as possible. 

Chicago, Peoria & St. Louis Railroad 

The doors are closed against receiving 
freight at 4:30 p. m. The cars are sealed at 
5 p. m. and pulled at 5 :30 p. m. They leave 
East St. Louis in a train at 6 p. m. The in- 
bound merchandise train arrives between 4 
and 5 a. m. and is set at the house before 

7 a. m. 

Chicago, Rock Island & Pacific Railway 

The doors are closed against receiving 
freight at 5 p. m. ; Saturday, 3:30 p. m. The 
cars are sealed at 5 :05 p. m. and pulled at 5 :15 
p. m. They leave St. Louis in a train at 7 :30 
p. m. Merchandise cars arriving during the 
night are placed at the house before 7 a. m. 

Illinois Central Railroad 

The doors are closed against receiving 
freight at 4:30 p. m. The cars for the Spring- 
field division are sealed at 3 p. m. and pulled 
at 3 :05 p. m., leaving East St. Louis at 5 p. m. 
Cars for the St. Louis division are sealed at 5 
p. m. and pulled immediately thereafter. These 
cars leave East St. Louis at 7 p. m. Inbound 
merchandise cars over the St. Louis division 
arrive at 4 :30 a. m. and 9 :30 a. m. and are 



during the night are set before 7 a. m. Early placed at the house at 8 a. m. and 1 p. m., re- 
morning arrivals are set at noon. spectively. Inbound Springfield division trains 

250 



FREIGHT HOUSE OPERATING SCHEDULES 



251 



arrive at 4:30 p. m. and are placed at the house 
at 8 a. m. on the following morning. 

Louisville & Nashville Railroad 

East Side House : 

The doors are closed against receiving 
freight at 4:30 p. m. The cars are sealed at 

5 p. m. and pulled about 5 :30 p. m. They leave 
East St. Louis in trains at 8 p. m. and 10 p. m. 
Inbound merchandise cars arriving before 

6 :30 a. m. are placed at the house before 7 a. 
m. Other cars arriving before 3:30 p. m. are 
placed the same day. 

West Side House : 

The doors are closed against receiving 
freight at 4:30 p. m. The cars are sealed at 
4:45 p. m. and pulled immediately thereafter, 
a special run being made to the L- & N. Yard 
in East vSt. Louis. These cars leave in the 
same trains as do cars from the East Side 
house. Inbound merchandise cars arriving in 
East St. Louis during the day are placed at 
the West Side house between 9 p. m. and mid- 
night by the same engine on its return trip 
from East St. Louis after having made the 
special run with outbound merchandise cars. 

Missouri, Kansas & Texas Railway 

The doors are closed against receiving 
freight at 5 p. m. The cars are sealed at 5:10 
p. m. and pulled at 5 :40 p. m. The cars leave 
St. Louis in a train at 9 :30 p. m. Inbound 
merchandise cars arriving before 5 a. m. are 
placed at the house before 7 a. m. 

Missouri Pacific Railroad 

Seventh Street House : 

The doors are closed against receiving 
freight at 5 p. m. The cars are sealed at 5 :30 
p. m. and pulled at 6 p. m., except Kansas City 
cars, which are pulled at noon. These cars 
leave on the following trains : No. 77 to 9 
p. m.. No. 91 at 7:30 a. m., No. 193 at 9:10 a. 
m., No. 79 at 10 a. m. and No. 195 at 12 :50 p. 
m. Inbound merchandise trains arrive at 12 :20 
p. m., 1 p. m., 2 p. m., 3:50 p. m., 5 a. m. and 
5 :45 a. m. The afternoon trains are placed be- 
fore 7 a. m. the next morning; the morning 
trains are placed at noon the same day. 



Gratiot Street House : 

The doors are closed and cars pulled the 
same as at the Seventh street house. The cars 
leave in the following trains : No. 63 at 10 p. 
m., No. 71 at 9 p. m., No. 93 at 7 :50 a. m. In- 
bound merchandise trains arrive at 3 p. m., 
8:35 p. m. and 8:50 p. m. These are all placed 
at the house before 7 a. m. on the following 
morning. 

Biddle Street House : 

The doors are closed against receiving 
freight at 4:30 p. m. The cars are sealed at 

5 p. m. and pulled as soon thereafter as possi- 
ble. These cars leave on the same trains as 
cars from the two other houses. This being 
only an outbound house no inbound merchan- 
dise is placed here for distribution. 

Mobile & Ohio Railroad 

The doors are closed against receiving 
freight at 4:30 p. m. The cars are sealed at 

6 p. m. and pulled at 6:25 p. m. The cars leave 
in trains at 6:45 p. m. and 7:45 p. m. Inbound 
merchandise cars are placed at the house be- 
fore 7 a. m. 

Pennsylvania Railroad 

The doors are closed against receiving 
freight at 4:30 p. m. The cars are sealed at 
5 p. m. and pulled immediately thereafter. 
Through cars for the East leave at 11 p. m 
Cars for Terre tlaute leave at 6 :30 p. m. Local 
merchandise cars leave the following morning 
at 5 a. m. Inbound merchandise cars arriv- 
ing before 4 a. m. are placed at the house be- 
fore 7 a. m. Cars arriving later in the morning 
are placed at noon. 

St. Louis-San Francisco Railway 

Seventh Street House : 

The doors are closed against receiving 
freight at 5 p. m. The cars are sealed at 5:15 
p. m. and pulled at 5:30 p. m. and 6:20 p. m. 
The cars leave in trains at 9 p. m. and lip. m. 
Inbound merchandise cars arriving before 
midnight are placed at the house before 7 a. m. 
Cars arriving after midnight are placed at 
noon. 



252 



FREIGHT HOUSE OPERATING SCHEDULES 



Broadway House: 

The doors are closed against receiving 
freight at 5 p. m., on Saturday at 3 :30 p. m. 
The cars are sealed at 5:05 and pulled at 5:15 
p. m. They leave at 9 p. m. and lip. m. In- 
bound merchandise cars are placed before 7 a. 
m. This house is used very little by the St. 
L.-S. F. for inbound freight. 

St. Louis Southwestern Railway 

The doors are closed against receiving 
freight at 5 p. m. The cars are sealed imme- 
diately thereafter and pulled at 6 p. m. The 
cars leave the Valley Yard in a train at 9 p. 
m. All inbound merchandise cars are placed at 
the house at 7 a. m. 

Southern Railway 

The doors are closed against receiving 
freight at 4:30 p. m. The cars are sealed at 
5 p. m. and pulled at 5 :30 p. m. The cars leave 
in trains at 7 p. m. and 10:30 p. m. Inbound 
merchandise cars arriving before 4 :30 a. m. are 
placed at the house before 7 a. m. Cars arriv- 
ing later in the morning are placed at 1 p. m. 



Toledo, St. Louis & Western Railway 

The doors are closed against receiving 
freight at 4:30 p. m. The cars are sealed at 
5 p. m. and pulled before 7 p. m. The cars 
leave in trains at 7 p. m. and 8 a. m. the fol- 
lowing morning. Inbound merchandise cars 
arrive at 5 a. m. and are placed at the house 
before 7 a. m. 

Wabash Railway 

West Side House : 

The doors are closed against receiving 
freight at 4:30 p. m. The cars for Western 
points are sealed at 5 p. m. and pulled at 5 :30 
p. m. Chicago freight, however, is pulled at 2 
p. m., leaving on a train at 4:30 p. m. Cars for 
Eastern points are pulled at 4:30, leaving on a 
train from Granite City Yard at 7:30 p. m. 
Cars for the West leave at 8 p. m. All inbound 
merchandise cars arriving before 6 a. m. are 
placed at the house at 7 a. m. The house is 
reset at noon if conditions require. 

East Side House : 

The same schedule is followed as for the 
West Side house. Very little West freight, 
however, is handled in the East Side house. 



APPENDIX "D"— FREIGHT HOUSE DATA 



Baltimore & Ohio Railroad. 

Length, 
Freight House : Feet. 

(a) Inbound 601 

(b) Outbound 601 

Platforms : 

(a) Adjacent to house (track side only) — 

Inbound house — covered 601 

Outbound house — covered 601 

(b) Island — 5 each 601 

(c) Others— Transfer Platform 130 

Door Openings : 

(a) Track side 504 

(b) Team side 504 

House tracks, 6 tracks, total 90 cars. 

Team tracks, 8 tracks, total 108 cars. 
Team track driveways (scaled from map) : 

Paved (3 ) each 655 

Unpaved ( 1 ) 380 

(1) 400 

(1) 570 

(1) 530 

Trucks : 

48— Two-wheel hand, 1200 lbs. to 2000 lbs. capacity. 
60 — Four-wheel hand, 2500 lbs. capacity. 
Cranes (1) — hand crane, 3,000 lbs. capacity. 
Cost of handling freight (no overhead), $0.92 per ton. 

St. Louis 
Total 1. c. 1. freight 1919 : Proper 

(a) Inbound 27,678 

(b) Outbound 21,680 

St. Louis proper 1. c. 1. freight: 1915. 

(a) Inbound 25,349 

( b ) Outbound 1 7,590 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight house — Inbound 1.51 tons 

Outbound 3.05 tons 

Per lineal foot of house tracks 26.14 tons 

Chicago & Alton Railroad. 

Length, 
Freight House : Feet. 

(a) Inbound 594 

(b) Outbound 594 

Platforms : 

(a) Adjacent to house (track side only) — 

Inbound house — covered 594 

Inbound house — uncovered 220 

Outbound house — uncovered 50 

Outbound house — uncovered 210 

(b) Island — uncovered 600 

( c) Others — None. 
Door Openings : 

(a) Track side 829 

(I)) Team side 270 

253 



Width, 

Feet. 

60 

24 



6 
20 



18 
18 
18 
18 
18 



Area, 

Sq. Ft. 

34,000 

14,000 



4,808 

4,808 

18,030 

2.600 



Connecting 


Total 


Lines. 


Tons. 


41,519 


69,197 


32,520 


54,200 


1919. 


1920 


27,678 


26,548 


21,680 


20.548 


1920: 




(per year) 




(per year) 




(per year) 




Width. 


Area, 


Feet. 


Sq. Ft. 


45 


26.730 


30 


17.820 


10 


5,940 


10 


2.200 


30 


1.500 


15 


3,150 


10 


6.000 



254 



FREIGHT HOUSE DATA 



House tracks. 5 tracks, total 115 cars. 

Team tracks, 5 tracks, total 43 cars. 

Team track driveways (scaled from map) : 

Paved ( 1 ) 700 

(1) 200 

(1) 320 

(1) 470 
Unpaved (None) 

Trucks: 20 — Two-wheel hand; 16 — Four-wheel hand. 

Cranes (1) — hand crane, 5-ton capacity. 

Cost of handling freight (no overhead), $0.80 per ton. 

St. Louis 

Total 1. c. 1. freight. 1919: Proper 

fa) Inbound 17,451 

(b) Outbound 17,001 

St. Louis proper 1. c. 1. freight: 1915. 

(a) Inbound 

(b) Outbound _ 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight house — Inbound 1.54 tons 

Outbound 1.93 tons 

Per lineal foot of house tracks 16.44 tons 



40 
15 
30 

25 



Connecting 
Lines. 
49,493 
32,995 

1919. 
17,451 
17,001 

1920: 

(per year) 
(per year) 
(per year) 



Total 
Tons. 
66,944 
49,996 

1920. 



Chicago, Burlington & Quincy Railroad. 



East St. Louis : Length, 

Freight House : Feet. 

(a) Inbound L w u . 7A 

(b) Outbound/ fwo ^ a - v House 47 ° 

Platforms : 

(a) Adjacent to house (track side only) : 670 

(b) Island — None. t 

(c) Others — Icing Platform 200 

Door Openings : 

(a) Track side 85 

( b ) Team side 187 

House tracks, 2 tracks, 26 cars. 

Team tracks, 4 tracks, 62 cars. 

Team track driveways (scaled from map) : 

Paved _ ( 1 ) 860 

Unpaved ( 1 ) 550 

(1) 500 

Trucks : 12 — Two-wheel hand ; 10 — Four-wheel hand. 

Cranes, none. 

Cost of handling freight (no overhead), $0.99 per ton. 

St. Louis 

Total 1. c. 1. freight, 1919 : Proper. 

(a) Inbound 26,110 

(b) Outbound 107,871 

St. Louis proper 1. c. 1. freight: 1915. 

Total for St. Louis and East St. Louis : 

( a ) Inbound 21 ,902 

(b) Outbound 94,622 

1920 — Total tons handled on basis of business during Oct. 18-23, 1920 

Per square foot two-way house 0.37 tons 

Per lineal foot of house tracks 5.35 tons 



Width, 
Feet. 

38 



32 



30 
20 
33 



Area, 
Sq. Ft. 

17,860 



5,360 
6,400 



Connecting 
Line. 
17,406 
58,085 


Total 

Tons. 

43.516 

165,956 


1919. 


1920. 


26,110 
107,871 


29,345 
121,952 


(per year) 
(per year) 





FREIGHT HOUSE DATA 



25: 



Chicago, Burlington & Quincy Railroad. 

Length, Width, 

St. Louis House : Feet. Feet. 

Freight House : 

(a) Inbound, St. Louis 780 42 

(b) Outbound, St. Louis 780 42 

Platforms : 

(a) Adjacent to house (track side only) : 
Inbound house, none. 

Outbound house, none. 

(b) Island 240 20 

(c) Others— Auto platform 150 20 

Door Openings : 

(a) Track side None 

(b) Team side 1,105 

House tracks, 5 tracks, 95 cars. 

Team tracks, 8 tracks, 97 cars. 

Team track driveways (scaled from map) : 

Paved (1 ) 520 20 

(1) 640 20 

(1) 490 20 

Unpaved (None) 

Trucks : 

92 — Two-wheel hand. 
164 — Four-wheel hand. 
2 — Electric trucks. 
Cranes : 2 — Hand cranes, 20,000 lbs. capacity. 
Cost of handling freight (no overhead), $0.99 per ton. 
Total 1. c. 1. freight, 1919: 

St. Louis Connecting- 
Total for St. Louis and East St. Louis : Proper. Lines. 

(a) Inbound 26,1 10 17,406 

(b) Outbound 107,871 58,085 

St. Louis proper 1. c. 1. freight : 1915 1919. 

Total for St. Louis and East St. Louis : 

(a) Inbound 21,902 26,110 

(b) Outbound 94,622 107,871 

1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: 

Per square foot freight house — Inbound 1.37 tons (per year) St. 

house 
Outbound 3.94 tons (per year) St. 

house 
Per lineal foot of house tracks 45.80 tons (per year) St. 

house 

Cleveland, Cincinnati, Chicago & St. Louis Railway. 

Length, Width, 

Freight House : Feet. Feet. 

(a) Inbound 1 .000 50 

(b) Outbound 347 35 

Platforms : 

(a) Adjacent to house ( track side only) — 

Inbound house — covered 1,055 12 

Inbound house — covered 85 8 

Outbound house — covered 335 8 

Outbound house — uncovered 64 40 

Outbound house — uncovered 124 15 

(b) Island, outbound — uncovered 1,000 6 

Island, inbound — uncovered 880 6 

(c) Others, none. 



Area, 
Sq. Ft. 

32,760 
32,760 



4,800 
3,000 



Total 

Tons. 

43,516 

165,956 

1920. 

29,345 
121,952 

Louis 

Louis 

Louis 



Area, 
Sq. Ft. 

50.000 
11.451 



12.660 
680 
2,680 
2,560 
1,860 
6.000 
5,280 



256 



FREIGHT HOUSE DATA 



Door Openings : 

(a) Track side 390 

(b) Team side _ 581 

House tracks, 5 tracks, total 93 cars. 

Team tracks, 7 tracks, total 126 cars. 
Team track driveways (scaled from map) : 

Paved (1) 730 

(1) 900 

(1) 1,000 

Unpaved (None) 

Trucks : 46 — Two-wheel hand, 800 lbs. capacity ; 47 — Four- 
wheel hand, 2,000 lbs. capacity. 
Cranes: 1 — Hand crane, 10,000 lbs. capacity. 
Cost of handling freight (no overhead) not furnished. 

St. Louis 
Total 1. c. 1. freight 1919: Proper. 

(a) Inbound 53,310 

(b) Outbound 48,515 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound 49,385 

(b) Outbound 48,866 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight house — Inbound 2.16 tons 

Outbound 4.22 tons 

Per lineal foot of house tracks 42.57 tons 

Chicago, Peoria & St. Louis Railroad. 

Length, 
Freight House : Feet. 

(a) Inbound W ' , , , 10 

(b) Outbound / T wo-way house-covered 318 

Platforms : 

(a) Adjacent to house (track side only) : 

Inbound house — uncovered 318 

Outbound house — uncovered 76 

(b) Island — None. 

(c) Others — None. 
Door Openings : 

(a) Track side 120 

( b ) Team side 160 

House tracks, 2 tracks, total 20 cars. 

Team tracks, 3 tracks, total 51 cars. 

Team track driveways (scaled from map) : 

Paved (None) 

Unpaved ( 1 ) 1 ,000 

Trucks: 10 — Two-wheel hand, 1,000 lbs. capacity; 
4 — Four-wheel hand, 3,000 lbs. capacity. 

Cranes : 1 — Hand crane, 10,000 lbs. capacity. 

Cost of handling freight (no overhead) $0.88 per ton. 

St. Louis 

Total 1. c. 1. freight 1919: Proper 

(a) Inbound 12,390 

(b) Outbound 9,546 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound 3,559 

(b) Outbound 6,549 

1920 — Total tons handled on basis of business during week October 18- 

Per square foot freight house — two-way house 1.81 tons 

Per lineal foot of house tracks 28.47 tons 



30 
30 
30 



Connecting 


Total 


Lines. 


Tons. 


67,899 


121,209 


11,147 


59,662 


1919 


1920 


53,310 


57,169 


48,515 
1Q?0- 


56,954 


(per year) 




(per year) 




(per year) 




Width, 


Area, 


Feet. 


Sq. Ft. 



39.5 



5 
40 



35 



12,571 



1,590 
3.040 



Connecting 


Total 


Lines. 


Tons. 


2,324 


14,714 


1,199 


10,745 


1919 


1920 


12,390 


7,806 


9,546 


6,400 


-23, 1920: 




(per year) 




(per year) 





FREIGHT HOUSE DATA 



257 



Chicago, Rock Island & Pacific Railway 

Freight House : Length, Width, 

Feet. Feet. 

(a) Inbound _ 575 45 

(b) Outbound 570 24 

Platforms : 

(a) Adjacent to house (track side only) — 
Inbound house — None. 

Outbound house — covered 362 14 \ 

Outbound house — uncovered _ 100 10 / 

(b) Island — uncovered 400 10 

uncovered 135 7 

uncovered 420 10 

uncovered 70 8 

uncovered _ 195 15 

(c) Others — Machinery, uncovered _ 115 20 

Dickson Street, uncovered _ 60 10 

Dickson Street, uncovered 144 10 

Door Openings — See St. L.-S. F. Railroad. 
House tracks, 3 tracks, total 38 cars. 
Team tracks, 8 tracks, total 102 cars. 
Team track driveways (scaled from map) : 

Paved ( 1 ) 640 25 

(1) 600 25 

(1) 535 25 

(1) 505 25 

Unpaved (None) 

Trucks — See St. L.-S. F. Railroad. 
Cranes — See St. L.-S. F. Railroad. 
Cost of handling freight (no overhead) $0,911 per ton. 

St. Louis Connecting 
Total 1. c. 1. freight 1919: Proper. Lines. 

(a) Inbound 2.967 2.829 

(b) Outbound _ 34,950 23,420 

St. Louis proper 1. c. 1. freight: 1915 1919 

(a) Inbound 2,856 2,967 

(b) Outbound 38,912 34,950 

1920— Total tons handled (including St. L.-S. F. and C. & E. I.) based on Oct. 

Per square foot freight house — Inbound 1.16 tons (per year) 

Outbound 8.07 tons (per year) 

Per lineal foot of house tracks 31.93 tons (per year) 

Illinois Central Railroad. 

Length, Width, 

Freight House : Feet. Feet. 

(a) Inbound 576 50.6 

(b) Outbound 1 ,008.8 32.2 

Platforms : 

(a) Adjacent to house (track side only) — 
Inbound — None. 

Outbound — -None. 

(b) Island— covered _.. 1,044 12. 

(c) Others — Crane platform, uncovered „ 170 27. 

Door Openings : 

(a) Track side 1,443 

(b) Team side 664 



Area, 

Sq.Ft. 

25,875 

13,680 



6,068 

4,000 
945 

4,200 
560 

2,925 

2,300 
600 

1,440 



Total 
Tons 
5,796 

58,370 

1920 

3,135 

34,591 

18-23, 1920: 



Area, 
Sq. Ft. 
29.483 
32.483 



12,526 
4.590 



258 



FREIGHT HOUSE DATA 



House tracks, 5 tracks, total 105 cars. 
Team tracks, 7 tracks, total 140 cars. 
Teamtrack driveways (scaled from map) : 

Paved ( 1 ) 600 15 

(1) 1,000 25 

(1) 1,200 25 

(1) 900 35 

(1) 600 30 

Unpaved (None) 

Trucks: 263 — Two-wheel hand, 1,500 lbs. capacity; 

125 — Four-wheel hand, 3,000 lbs. capacity. 
Cranes : 1 — Hand crane, 40,000 lbs. capacity. 
Cost of handling freight (no overhead) $0.71 per ton. 

St. Louis Connecting Total 

Total 1. c. 1. freight 1919: Proper. Lines. Tons. 

(a) Inbound , 95,982 173,208 269,190 

(b) Outbound 256,958 141,071 398,029 

St. Louis proper 1. c. 1. freight: 1915 1919 1920 

(a) Inbound 57,990 95,982 

(b) Outbound 166,242 256,958 

1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: 

Per square foot freight house — Inbound 1.27 tons (per year) 

Outbound 3.49 tons (per year) 

Per lineal foot of house tracks 35.92 tons (per year) 

St. Louis Electric Terminal Railway Company (Illinois Traction System,) 

Length, Width, 

Freight House : Feet. Feet. 

(a) Inbound /„• _ 

(b) Outbound \ T wo-way house 292 35 

Platforms : 

(a) Adjacent to house (track side only) : 

Inbound house 1 2SS 8 

Outbound house J 

(b) Island 200 6 

(c) Others Irregular sh 

Door Openings : 

(a) Track side. 

(b) Team side. 

House tracks, 2 tracks, total 8 cars. 

Team tracks, 1 track, total 4 cars. 

Team track driveways (scaled from map) — 
Paved 

Trucks: 20 — Two-wheel hand; 4 — Four-wheel hand, ca- 
pacity 2 tons. 

Cranes — None. 

Cost of handling freight (no overhead), $0.80 per ton. 

St. Louis Connecting Total 

Total 1. c. 1. freight, 1919: Proper. Lines. Tons. 

(a) Inbound . 14,840 1,560 16,400 

(b) Outbound 43,680 100 43,780 

St. Louis proper 1. c. 1. freight : 1915 1919 1920 

(a) Inbound 6,247 14,840 17,640 

(b) Outbound 23,490 43,680 48,890 

1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: 

Per square foot freight house — two-way house 4.23 tons (per year) 

Per lineal foot of house tracks 135.20 tons (per year) 



Area, 
Sq. Ft. 

10,220 



2,040 

1,200 
ape 1,245 



FREIGHT HOUSE DATA 



259 



Louisville & Nashville Railroad. 

Length, Width, 

East St. Louis House : Feet. Feet. 

Freight House : 

(a) Inbound \„ , C/ ,_ 

(b) Outbound / a wo " wa y house 562 48 

Platforms : 

(a) Adjacent to house (track side only) : 

Inbound house — 1 uncovered \ 

Outbound house- — 1 uncovered / 

(b) Island — covered 635 15j^ 

(c) Others — None. 

Door Openings : 

(a) Track side 529 

(b) Team side 495 

House tracks, 4 tracks, total 56 cars. 

Team tracks, 3 tracks, total 65 cars. 
Team track driveways (scaled from map) — 

Paved ( 1 ) 615 27 

Unpaved _ ( 1) 750 20 

Trucks: 33 — Two-wheel hand, 1,500 lbs. capacity; 

61 — Four-wheel hand, 4,000 lbs. capacity. 
Cranes : 1 — Hand crane, 20,000 lbs. capacity. 
Cost of handling freight (no overhead), $0.75 per ton. 

St. Louis Connecting 
Total I. c. 1. freight 1919: Proper. Lines. 

(a) Inbound 4,053 7,665 

(b) Outbound _ 55,286 22,600 

St. Louis proper 1. c. 1. freight: 1915 1919 

(a) Inbound 2,403 4,053 

(b) Outbound 43,864 55,286 

1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: 

Per square foot freight house — two-way house 2.18 tons (per year) 

Per lineal foot of house tracks 26.24 tons (per year) 



Area, 
Sq. Ft. 

26,976 



2,760 
9,842 



Total 
Tons. 
11,818 
77,886 

1920 

2,451 

58,314 



Louisville & Nashville Railroad. 



St. Louis House: 

Freight House: 

(a) Inbound l Two _ way house 

(b) Outbound/ y 

Platforms : 

(a) Adjacent to house (track side only) 
Inbound house — None. 
Outbound house — None. 

(b) Island — None. 

(c) Others — None. 

Door Openings : 

(a) Track side 

(b) Team side 

House tracks, 3 tracks, total 39 cars. 

Team tracks, 2 tracks, total 30 cars. 



Length, 
Feet. 

.. 500 



483 
364 



Width, 
Feet. 

50 



Area, 
Sq. Ft. 

25,000 



260 



FREIGHT HOUSE DATA 



Team track driveways (scaled from map) — 

Paved : ( 1 ) 540 

Unpaved (None) 

Trucks: 30 — Two-wheel hand, 1,500 lbs. capacity; 
26 — Four-wheel hand, 4,000 lbs. capacity. 

Cranes — None. 

Cost of handling freight (no overhead), $0.60 per ton. 

St. Louis 

Total 1. c. 1. freight 1919: Proper. 

(a) Inbound : 13,344 

(b) Outbound 19,820 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound 13,756 

(b) Outbound 17,471 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight house — two-way house 0.91 tons 

Per lineal foot of house tracks 44.53 tons 

Missouri, Kansas & Texas Railway. 

Length, 
Freight House : Feet. 

(a) Inbound . 392 

230 

(b) Outbound 400 

100 
80 
Platforms : 

(a) Adjacent to house (track side only) — None. 

(b) Island 392 

392 

264 

94 

165 

50 

30 

(c) Others — None. 
Door Openings : 

(a) Track side 400 

(b) Team side 638 

House tracks, 11 tracks, total 111 cars. 

Team tracks, 3 tracks, total 42 cars. 

Team track driveways (scaled from map) — 

Paved ( 1 ) 602 

(1) 602 

Trucks : 90 — Two-wheel hand ; 50 — Four-wheel hand. 
Cranes: 1 — Power crane (electric), 15 tons capacity. 
Cost of handling freight (no overhead), $0.96 per ton. 

St. Louis 
Total 1. c. 1. freight 1919 : Proper. 

(a) Inbound 5,400 

(b) Outbound , 65,880 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound - 4,860 

(b) Outbound 43.896 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight house — Inbound 0.41 tons 

Outbound 2.16 tons 

Per lineal foot of house tracks 13.56 tons 



22 



Connecting 


Total 


Lines. 


Tons. 


1919 


1920 


13,344 


14,651 


19,820 


20,162 


1920: 




(per year) 




(per year) 




Width, 


Area, 


Feet. 


Sq. Ft. 


25.9 


10,150 


83 


19,090 


39 


15,600 


40 1 
34/ 


6,720 


11.3 


4,430 


11.3 


4,430 


11.3 1 
6.9/ 


3,630 


8.0 


1,320 


9.0 \ 
11.3/ 


790 



19.5 
43 



25,886 
11.739 



Connecting 


Total 


Lines. 


Tons 


3,600 


9.000 


43,920 


109.800 


1919 


1920 


5,400 


5,400 


65,880 


65.880 


1920 : 




(per year) 




(per year) 




(per year) 





FREIGHT HOUSE DATA 



261 



Missouri Pacific Railroad. 

Seventh Street House. Length, 

Freight House : Feet. 

(a) Inbound ( 1 ) 574 

( 1 ) 655 

( b) Outbound (2 ) 553 

Platforms : 

(a) Adjacent to house (track side only) : 
Inbound house — None. 

Outbound house — None. 

( b) Island ( 2 ) 553 

(c) Others — None. 
Door Openings : 

(a) Track side None 

(b) Team side 827 

House tracks, 8 tracks, total 112 cars. 

Team tracks, 6 tracks, total 114 cars. 
Team track driveways (scaled from map) : 

Paved " 680 

710 
710 

Unpaved 700 

600 
600 
Trucks: 93 — Two-wheel hand, 1,500 lbs. capacity; 

50 — Four-wheel hand, 2,500 lbs. capacity. 
Cranes : 1 — Hand derrick, 5 tons capacity. 
Cost of handling freight (no overhead), $1,136 per ton. 

St. Louis 
Total 1. c. 1. freight 1919: Proper. 

(a) Inbound 24,192 

(b) Outbound 44,029 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound 781 

(b) Outbound 49,074 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight house — Inbound 0.80 tons 

Outbound 3.93 tons 

Per lineal foot of house tracks 19.57 tons 



Width, 


Area, 


Feet. 


Sq. Ft. 


24 




22 


28,186 


20 


22,120 



24 



30 
30 
30 

25 
30 
25 



26,544 



Connecting 


Total 


Lines. 


Tons. 


26,261 


50,453 


24,663 


68,692 


1919 


1920 


24,192 


1.022 


44,029 


50.724 


1920: 




(per year) 




(per year) 




(per year) 





Missouri Pacific Railroad. 



Gratiot Street House. 

Freight House : 

(a) Inbound 



(b) Outbound 



ength, 


Width, 


Area, 


Feet. 


Feet. 


Sq. Ft. 


193 


43 


7.798 


240 


52 


12.480 


572 


44 


25.168 


625 


59 


32.094 



Platforms : 

(a) Adjacent to house (track side only) : 
Inbound house — None. 
Outbound house — None. 

(b) Island — None. 

(c) Others — .Mach. Load. Platform — uncovered- 
Door Openings : 

(a) Track side 

(b) Team side _ 



94 

144 
216 



23 



2.102 



262 



FREIGHT HOUSE DATA 



House tracks,, 13 tracks, total 101 cars. 

Team tracks, 4 tracks, total 45 cars. 

Team track driveways (scaled from map) : 

Paved 380 

500 

Unpaved (None) 

Trucks: 85 — Two-wheel hand, 1,500 lbs. capacity; 

65 — Four-wheel hand, 2,500 lbs. capacity. 
Cranes — None. 

Cost of handling freight (no overhead), $1,038. 

Total 1. c. 1. freight 1919: St. Louis 

Proper. 

(a) Inbound 31,808 

(b) Outbound _ , 55,771 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound , 1,072 

(b) Outbound _ 65,004 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight house — Inbound 1.30 tons 

Outbound 1.83 tons 

Per lineal foot of house tracks _ 32.46 tons 

Missouri Pacific Railroad. 

Length, 
Biddle Street House (Outbound only). Feet. 

Freight House : 

(a) Inbound — None. 

(b) Outbound 542 

Platforms : 

(a) Adjacent to house (track side only) : 
Inbound house — None. 

Outbound house 562 

(b) Island — None. 

(c) Others — None. 
Door Openings : 

(a) Track side 540 

(b) Team side 558 

House tracks, 5 tracks, total 60 cars. 

Team tracks, 6 tracks, total 38 cars. 
Team track driveways (scaled from map) : 

Paved 20 

18 
18 

Unpaved (None) 

Trucks: 25 — Two-wheel hand, 1,500 lbs. capacity; 

23 — Four-Wheel hand, 2,500 lbs. capacity. 
Cranes — None. 
Cost of handling freight (no overhead), $1,045. 

St. Louis 
Total 1. c. 1. freight 1919 : Proper. 

(a) Inbound — None. 

(b) Outbound 63,272 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound — None. 

(b) Outbound 73,920 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight house — Inbound None 

Outbound 2.75 tons 

Per lineal foot of house tracks 23.60 tons 



30 
35 



Connecting 


Total 


Lines. 


Tons 


34,529 


66,337 


31,241 


87,012 


1919 


1920 


31,808 


1,350 


55,771 


64,357 


1920: 




(per year) 




(per year) 




(per year) 




AVidth, 


Area, 


Feet. 


Sq. Ft. 



38 



590 
220 
170 



20,596 



4,496 



Connecting 


Total 


Lines. 


Tons 


35,442 


98,714 


1919 


1920 


63,272 


72,911 


1920: 




(per year) 




(per year) 





FREIGHT HOUSE DATA 



263 



Mobile & Ohio Railroad. 

Length, 
Freight House: Feet. 

(a) Inbound \„ 

(b) Outbound /Two-way house 700 

Platforms : 

(a) Adjacent to house (track side only) : 

Inbound house \ --, , „,. 

Outbound house J Covered 744 

(b) Island — uncovered 744 

(c) Others — Auto platform — uncovered 125 

Door Openings : 

(a) Track side : 230 

(b) Team side 315 

House tracks, 4 tracks, total 77 cars. 

Team tracks, 2 tracks, total 44 cars. 

Team track driveways : 

Paved (None ) 

Unpaved ( 1 ) 900 

Trucks: 30 — Two-wheel hand, 1,500 lbs. capacity; 

40 — Four-wheel hand, 2,500 lbs. capacity. 
Cranes — None. 
Cost of handling freight (no overhead), $1.08 per ton. 

St. Louis 
Total 1. c. 1. freight 1919: Proper. 

(a) Inbound * 3,641 

(b) Outbound . 37,953 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound « 3,584 

(b) Outbound , 36,588 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight house — two-way house 2.34 tons 

Per lineal foot of house tracks 20.78 tons 

Pennsylvania Railroad. 

East St. Louis. Length, 

Freight House : Feet. 

(a) Inbound 570 

(b) Outbound __ 540 

Platforms : 

(a) Adjacent to house (track side only) : 

Inbound house — covered 570 

Outbound house — uncovered 540 

(b) Island — uncovered ( 1 ) 570 

— uncovered ( 1 ) 540 

(c) Others (1) 97 

(1) 51 

(1) 84 

(1) 385 

Door Openings : 

(a) Track side 570 

(b) Team side 570 

House tracks, 5 tracks, total 66 cars. 
Team tracks, 10 tracks, total 143 cars. 



Width, 
Feet. 

41 



30 



Area, 
Sq. Ft. 

28,700 



8 


5,952 


15 
10 


11.160 
1,250 



Connecting 


Total 


Lines. 


Tons 


5,825 


9,466 


31,267 


69,220 


1919 


1920 


3,641 


3,218 


37,958 


30,335 


1920: 




(per year) 




(per year) 




Width, 


Area, 


Feet. 


Sq. Ft. 


60 


34,200 


40 


21,600 


8 


4,560 


9 


4,860 


13 


7,410 


13 


7,020 


19 


1,843 


8 


408 


18 


1,512 


12 


4,620 



264 



FREIGHT HOUSE DATA 



Team track drivewavs (scaled from map) : 

Paved ( 1 ) 1 ,070 

(1) 590 
(1) 800 
(1) 590 
(1) 350 
(1) 255 

Unpaved (None) 

Trucks : 75 — Two-wheel hand, 2,000 lbs. capacity ; 

100 — Four-wheel hand, 4,000 lbs. capacity. 
Cranes : 1 hand crane, 40,000 lbs. capacity. 
Cost of handling freight (no overhead), $0.76 per ton. 

St. Louis 
Total I. c. 1. freight 1919: Proper. 

(a) Inbound 39,646 

(b) Outbound 25,672 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound 37,892 

(b) Outbound 17,664 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight house — Inbound 1.73 tons 

Outbound 2.16 tons 

Per lineal foot of house tracks 40.00 tons 

Pennsylvania Railroad. 
Main and O'Fallon House. Length, 

Freight House : Feet. 

(a) Inbound \„ 

(b) Outbound /Two-way house 705 

Platforms : 

- ■ (a) Adjacent to house (track side only) : 

Covered 705 

(b)' Island — None. 

(c) Others — uncovered (1) 86 

Door Openings : 

(a) Track side 482 

(b) Team side 482 

House tracks, 3 tracks, total 50 cars. 

Team tracks, 3 tracks, total 50 cars. 

Team track driveways (scaled from map) : 

Paved ( 1 ) 680 

Paved : ( 1 ) 850 

Unpaved ( None ) 

Trucks: 40 — Two-wheel hand, 2,000 lbs. capacity: 
74 — 'Four-wheel hand, 4,000 lbs. capacity. 
Cranes : 1 hand crane, 40,000 lbs. capacity. 
Cost of handling freight (no overhead), $0,806 per ton. 

St. Louis 
Total 1. c. 1. freight 1919: Proper. 

(a) Inbound 40,683 

(b) Outbound 18,341 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound 39,559 

(b) Outbound 18,977 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight house — Two-way house : 

Outbound 0.45 tons 

Per lineal foot of house tracks _ 9.36 tons 



30 

35 
22 
35 
25 
30 



Connecting 
Lines. 
69,964 
38,508 

1919 
39,646 
25,672 

1920: 

(per year) 
(per year) 
(per year) 



Width, 
Feet. 

60 



5.9 
35.6 



35 
35 



Total 

Tons 

109,610 

64,180 

1920 
30,537 

21,288 



Area, 
Sq. Ft. 

42,000 



4,054 
2,000 



Connecting 
Lines. 

None 
None 


Total 

Tons 

40,683 

18,341 


1919 
40,341 
18,341 


1920 

40,525 

9,723 


1920: 




(per year) 
(per year) 





FREIGHT HOUSE DATA 265 

St. Louis-San Francisco Railway. 

Seventh Street House. Length, Width, Area, 

Freight House : Feet. Feet. Sq. Ft. 

(a) Inbound 368 48 17,664 

(b) Outbound 650 118 76,700 

Platforms : 

fa (Adjacent to house (track side only) : 

Inbound 435 7 3,045 

Outbound - 130 30 3.900 

(b) Island— None. 

(c) Others — None. 
Door Openings : 

(a) Track side 671 

(b) Team side 147 

House tracks, 9 tracks, total 86 cars. 

Team tracks, 5 tracks, total 40 cars. 
Team track driveways (scaled from map) : 

Paved 560 23 

500 27 

650 35 

Unpaved (None) 

Trucks : 700 — Two-wheel hand ; 6 — Four-wheel hand. 

Cranes: 1 hand crane, 10 ton capacity. 

Cost of handling freight (no overhead), $0.95 per ton. 

St. Louis Connecting Total 

Total 1. c. 1. freight 1919: Proper. Lines. Tons 

(a) Inbound „ 15,1 54 7,577 22,73 1 

(b) Outbound 72,606 48,404 121 ,010 

St. Louis proper 1. c. 1. freight : 1915 1919 1920 

(a) Inbound 15,654 18,581 

(b) Outbound 136,899 74,267 

1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: 

Per square foot freight house — Inbound 1.27 tons (per year) 

Outbound 1.43 tons (per year) 

Per lineal foot of house tracks 38.11 tons (per year) 

St. Louis-San Francisco Railway. 

Frisco — Rock Island House. Length, 

Freight House : Feet. 

(a) Inbound 575 

(b) Outbound 570 

Platforms : 

(a) Adjacent to house (track side only) : 
Inbound — None. 

Outbound — covered 362 

Uncovered 100 

(b) Island — uncovered 400 

Uncovered 135 

Uncovered 420 

Uncovered 70 

Uncovered _ 195 

(c) Others — Machinery — uncovered 115 

Dickson Street — uncovered 60 

Dickson Street — uncovered 144 

Door Openings : 

( a ) Track side 1,375^ 

(b) Team side (None) 



Width, 


Area, 


Feet. 


Sq. Ft. 


45 


25,875 


24 


13,680 



14 1 
10 / 


6.068 


10 i 
7avg. / 

10 I 
8avg. / 

15 


4.945 

4.760 
2,925 


20 


2.300 


10 


600 


10 


1.440 



266 



FREIGHT HOUSE DATA 



House tracks, total 40 cars. 

Team tracks, 3 tracks, total 23 cars. 

Team track driveways (scaled from map) : 

Paved 100 20 

140 20 

Unpaved (None) 

Trucks: 110 — Two-wheel hand; No Four-wheel hand. 

Cranes: 1 hand crane, 10 ton capacity. 

Cost of handling freight (no overhead), $0,911 per ton. 

St. Louis Connecting Total 

Total 1. c. 1. freight 1919: Proper. Lines. Tons 

(a) Inbound 510 765 1,275 

(b) Outbound 64,294 4,091 68,385 

St. Louis proper 1. c. 1. freight: 1915 1919 1920 

(a) Inbound 13,743 15,664 

(b) Outbound 59,592 1 36,899 

1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: 

Per square foot freight house — Inbound, including 

C. & E. I. and C. R. I. & P 1.16 tons (per year) 

Outbound 8.07 tons (per year) 

Per lineal foot of house tracks 31.93 tons (per year) 

St. Louis Southwestern Railway. 

Freight House : Length, Width, 

Feet. Feet. 

(a) Inbound 1~ , 689^ 301 

(b) Outbound /Two-way house ^ tapering U f 

Platforms : Length, Width, 

(a) Adjacent to house (track side only) : Feet. Feet. 

Inbound house, covered \ 7 - 1 in 

Outbound house, covered / 

(b) Island, covered 286 12^ 

Projection 40 tapering 6 1 

(c) Others None None 

Door Openings : 

(a) Track side 552 

(b) Team side 552 

House tracks, 5 tracks, total 62 cars. 

Team tracks, 7 tracks, total 54 cars. 
Team track driveways (scaled from map) : 

Paved ( 1 ) 670 31 

(1) 720 30 

(1) 360 28 

(I) 630 28 

Unpaved (None) 

Trucks: 45 — Two-wheel hand; 34 — Four-wheel hand. 

Cranes : 1 — hand crane, 25-ton capacity. 

Cost of handling freight (no overhead), $1.15 per ton. 

St. Louis Connecting Total 

Total 1. c. 1. freight, 1919: Proper. Lines. Tons 

(a) Inbound 2,123 2,274 4,397 

(b) Outbound , 42,696 23,642 66,338 

St. Louis proper 1. c. 1. freight : 1915 1919 1920 

(a) Inbound 1,429 2,123 2,728 

(b) Outbound 30,078 42,696 48,740 

1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: 

Per square foot freight house — two-way house 3.24 tons (per year) 

Per lineal foot of house tracks 28.62 tons (per year) 



Area, 
Sq. Ft. 

21,976 

Area, 
Sq. Ft. 

7,510 

3,792 
None 



FREIGHT HOUSE DATA 

Southern Railway. 

Length, Width, 

Broadway House (Inbound) — Feet. Feet. 

Freight House : 

(a) Inbound house (only) * 357 36 

Platforms : 

(a) Adjacent to house (track side only) : 

Inbound house (only) — uncovered 452 8 

(b) Island — None. 

(c) Others — uncovered 66 16 

Door Openings : 

(a) Track side (Broadway and Sixth Street) 310 

(b) Team side (Broadway and Sixth Street) 318 

House tracks, 2 tracks, total 25 cars. 

Team tracks, 1 track, total 5 cars. 

Team track driveways (scaled from map) : 

Paved 460 irregular 

Unpaved (None ) 

Trucks (Broadway and Sixth street) : 63 — -Two-wheel 

hand ; 32 — Three-wheel hand ; 1 — Four-wheel hand. 
Cranes — None. 
Cost of handling freight (no overhead), $0.85 per ton. 

St. Louis Connecting 
Total 1. c. 1. freight. 1919: Proper. Lines. 

Inbound 32,580 6,782 

St. Louis proper 1. c. 1. freight: 1915 1919 

Inbound 17,514 32,580 

1920 — Total tons handled on basis of business during' week Oct. 18-23, 1920: 

Per square foot freight house — Inbound 3.08 tons (per year) 

Per lineal foot of house tracks 37.74 tons (per year) 



267 



Area, 
Sq. Ft. 

12,852 



3,616 
1,056 



2,616 



Total 

Tons 

39,362 

1920 
28,020 



Southern Railway. 

Length, 
Sixth Street House (Outbound) — Feet. 

Freight House : 

(b) Outbound 260 

Platforms : 

(a) Adjacent to house (track side only) : 

Outbound house — covered 80 

(b) Island — None. 

(c) Others — uncovered 65 

Door Openings : 

(a) Track side (Broadway and Sixth Street) 310 

(b) Team side (Broadway and Sixth Street) 318 



Width, 
Feet. 

24 



12 
9 



Area, 
Sq. Ft. 

6,240 



960 
585 



268 FREIGHT HOUSE DATA 

House tracks, 4 tracks, total 65 cars. 
Team tracks, 3 tracks, total 43 cars. 
Team track driveways (scaled from map) : 

Paved ( None ) 

Unpaved 665 

240 
Trucks ( Broadway and Sixth street) : 63 — Two-wheel hand ; 

32 — Three-wheel hand ; 1 — Four-wheel hand. 
Cranes — None. 
Cost of handling freight (no overhead), $0.85 per ton. 

St. Louis 
Total 1. c. 1. freight, 1919 : Proper. 

(b) Outbound 29,762 

St. Louis proper 1. c. 1. freight: 1915 

(b) Outbound 32,353 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot freight houses — Outbound 5.63 tons 

Per lineal foot of house tracks 12.80 tons 

Terminal Railroad Association. 

Freight House: Length, 

Feet. 

(a) Inbound 597 

(b) Outbound '. 622*4 

Platforms : 

(a) Adjacent to house (track side only) : 
Inbound house — None. 
Outbound house — None. 

(b) Island 394y 2 

622,4 

(c) Others — None. 

Door Openings : 

( a ) Track side 1 50 

( b ) Team side 450 

House tracks, 6 tracks, total 100 cars. 

Team tracks, none. 

Team track driveways, none. 

Trucks : 40 — Two-wheel hand ; 50 — Four-wheel hand. 

Cranes : 1 hand crane, 20-ton capacity ; 1 hand crane, 10 tons 

capacity ; 1 hand crane, 6 tons capacity. 
Cost of handling freight (no overhead), $0.80 per ton. 

St. Louis 
Total 1. c. 1. freight, 1919: Proper. 

(a) Inbound 42,763 

(b) Outbound 34,011 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound - 55,864 

(b) Outbound 46,011 



24 
32 



7y 3 

10 



Connecting 
Lines. 
Not 
Available 

1919 
42,763 
34,011 



15,960 
7,680 



Connecting 
Lines. 
26,420 


Total 

Tons 

56,182 


1919 
29,762 


1920 
41,997 


1920: 




(per year) 
(per year) 




Width, 

Feet. 

40 

U9y 2 


Area, 
Sq. Ft. 
25,670 
57,670 



3,520 
6,223 



Total 
Tons 



1920 
48,171 
32,465 



FREIGHT HOUSE DATA [ 269 

Toledo, St. Louis & Western Railway. 

Freight House: T ,, ,,-• ,., . 

& Length, \\ ldth, Area, 

, x T i i Feet - Feet. Sq. Ft. 

(b) Outbound 

Platforms : 

(a) Adjacent to house (track side only) : 

Covered 410 6 2,460 

(b) Island — uncovered _ 400 6 2,400 

(c) Others — None. 

Door Openings : 

(a) Track side 192 

(b) Team side 192 

House tracks, 4 tracks., total 40 cars. 

Team tracks, 2 tracks, total 50 cars. 

Team track driveways (scaled from map) : 

Paved .' ( 1 ) 630 25 

Unpaved (1) 600 20 

Trucks: 22 — Two-wheel hand;" 16 — Four-wheel hand. 

Cranes : 1 hand crane, 20-ton capacity. 

Cost of handling freight (no overhead), $0.8761 per ton. 

Total 1. c. 1. freight, 1919 — data not available. 

St. Louis Proper 1. c. 1. freight data not available. 

1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: 

Per square foot of two-way freight house 2.27 tons (per year ) 

Per lineal foot of house tracks 24.47 tons (per year) 

Wabash Railway. 

East St. Louis House: Length, 

Freight House : Feet. 

(a) Inbound 652 

(b) Outbound 820 

Platforms : 

(a) Adjacent to house (track side only) : 

Inbound house 84 

Outbound house _ 361 

(b) Island : 700 

(c) Others : 50 

Door Openings : 

(a) Track side 615 

(b) Team side....: 615 

House tracks, 4 tracks, total 55 cars. 
Team tracks, 4 tracks, total 115 cars. 
Team track driveways (scaled from map) : 

Paved ( 1 ) 1 ,320 28 

(1) 1,145 28 

Unpaved (None ) 

Trucks : 50 — Two-wheel hand ; No Four-wheel hand. 

Cranes : 1 hand crane, 20-ton capacity. 

Cost of handling freight (no overhead), $1.00 per ton. 



Width, 


Area, 


Feet. 


Sq. Ft. 


50 


32,600 


24 


19,680 


16 


1,344 


6 


2,166 


10 


7,000 


45 


2,250 



270 



FREIGHT HOUSE DATA 



St. Louis Connecting 
Total 1. c. 1. freight, 1919: Proper. Lines. 

(a) Inbound 19,802 40,324 

(b) Outbound 36,992 46,087 

St. Louis proper 1. c. 1. freight: 1915 1919 

(a) Inbound 185,626 

(b) Outbound _ 177,512 

1920 — Total tons handled on basis of business during week Oct. 18-23, 1920: 

Per square foot of freight house — Inbound 1.27 tons (per year) 

Outbound 1.50 tons (per year) 

Per lineal foot of house tracks 32.15 tons (per year) 



Total 

Tons 

60,126 

83,079 

1920 



Wabash Railway. 

St. Louis House: 

Freight House: Length, 

Feet. 

(a) Inbound 845 

541 
293 

(b) Outbound 857 

Platforms : 

(a) Adjacent to house (track side only) : 

Inbound house — covered 834 

Outbound house — covered 820 

(b) Island— uncovered (1) 800 

Uncovered (2) , each 400 

(c) Others, auto platform — uncovered 320 

Door Openings : 

(a) Track side 1,992 

(b) Team side 1,992 

House tracks, 8 tracks, total, 164 cars. 

Team tracks — None. 

Team track driveways (scaled from map) : 

Paved — None. 

Unpaved — None. 
Trucks : 125 — Two-wheel hand ; 24 — Four-wheel hand. 
Cranes : 1 hand crane, 20-ton capacity. 
Cost of handling freight (no overhead), $1.00 per ton. 

St. Louis 
Total 1. c. 1. freight, 1919: Proper. 

(a) Inbound _ 165,824 

(b) Outbound - 140.520 

St. Louis proper 1. c. 1. freight: 1915 

(a) Inbound - - 

(b) Outbound - 

1920 — Total tons handled on basis of business during week Oct. 18-23, 

Per square foot of freight house — Inbound _ 1.62 tons 

Outbound 2.67 tons 

Per lineal foot of house tracks. 36.77 tons 



Width, 


Area, 


Feet. 


Sq. Ft. 


413^ 


35,067 


67 


36,247 


67 


19,631 


32 


27,424 


8 


6,672 


24 


19,680 


6 


4,800 


6 


2,400 


10 


3,200 



Connecting 
Lines. 
50,892 
66,673 

1919 
165,824 
140,520 

1920: 

(per year) 
(per year) 
(per year) 



Total 

Tons 

216,716 

207,193 

1920 



APPENDIX "E"— PRESENT METHOD OF 
CARLOA D INTERC HANGE 

Distribution of Carload Freight — October, 1 920 

Baltimore & Ohio Railroad, October, 1920. 

Total carloads inbound and outbound 10,179 

Inbound. 

Loaded beyond switching district 4,841 

Loaded within switching- district for other roads - 546 



A. & S. 
L. T. 



Direct 
L. T. Total. 



90 



678 



43 



40 



1 
13 



22 188 

1 29 

1 

1 130 



10 



1 



171 



524 



183 



Total _ 5,387 

For setting at B. & O. Freight House 

For local delivery on B. & O 

For delivery to other roads: (L — Local, T — Through). 
East St. Louis: 

Terminal Merchants Wiggins 
Roads. L. T. L. T. L. T. 

A. & S 

C. & A 

C. & E. 1 1 

C. B. & O.— East 

C. C. C. & St. L 2 

C. P. & St. L 4 

E. St. L. Jet 

I. C 

I. T. S 

L. & M 

L. & N 

M. P.— Dupo 

M. & O 

Penn 

St. L.-S. W 

St. L.-T. & E 

Southern 

T. R. R. A 

Wabash — East 



17 



12 



324 



Totals 



90 



Total for local delivery in East St. Louis.. 

Total for through movement 

St. Louis: 

C. B. & Q.— West 4 16 

C. R. I. & P 5 146 

L. & N. House 25 

M. K. & T 23 150 

M. P.— West 177 225 6 

M. P.— South 

St. L.-S. F 47 255 20 8 



10 



T. R. R. A 423 

Wabash— West 20 



197 



254 



127 



4 180 



Totals 667 480 278 506 385 15 

Total for local delivery in St. Louis 

Total for through movement 



Total delivered.. 



43 

525 

1 

183 

2 

4 

171 

40 

1 

3 

17 

212 

30 

1 

136 

13 

21 

778 

326 



4 679 342 34 394 45 2 181 736 2,507 



34 
151 

25 
173 

408 
254 
330 
747 
209 



2,331 



549 




1,029 

1,478 



1,330 
1,001 

5,387 



271 



272 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

Baltimore & Ohio Railroad, October, 1920. 
Total carloads inbound and outbound .,,.... 10,179 



Outbound. 



For movement beyond switching district. 
For delivery within switching district 



4.528 
264 

4.792 



Loaded at B. & O. Freight House- 
Loaded locally on B. & O 



Received from other roads: (L — Local, T — Through). 



East St. Louis: 



Roads. 

A. & S 

C. & A 

C. & E. I -.... 

C. B. & Q 

C. C. C. & St. L- 

C. P. & St. L 

E. St. L. & Sub 

E. St. L. Tct 

I. C 

L. & M 

L. & N 

M. P.— Dupo 

M. & O 

Penn 

St. L.-S. W 

St. L.-T. & E 

Southern 

T., St. L. & W 

T. R. R. A 

Wabash — East 



Terminal Merchants Wiggins 



A.&S. 



L. T. L. T. L. T. L. T. 



Direct 
L. T. Total. 



36 



168 
15 



13 



18 



3 
1 

17 



46 393 



554 

71 

3 

31 



1 
44 



1 
16 

32 



15 
9 



380 
81 



750 



31 



17 



Total for local delivery on B. & O.. 
Total for through movement 



St. Louis : 

C. B. & O— West 

C. R. I. & P 

Manufacturers 

M. K. & T 

M. P.— West 57 380 

M. P.— South 

St. L.-S. F _ 170 

T. R. R. A 95 

Wabash— West , 5 



50 
313 



72 
105 



18 
30 



4 120 



35 

55 



Totals 57 650 10 540 

Total for local delivery on B. & O 

Total for through movement on B. & O 



4 258 



3 

432 

3 

90 

9 

21 

4 

750 

28 

5 

39 

558 

88 

21 

232 

15 

24 

4 

486 

12 



Totals 37 10 49 582 42 750 3 53 62 1,236 2.824 



18 
50 
30 
313 
437 
124 
170 
207 
170 



1,519 



439 
10 



193 
2,631 



71 
1,448 



Total received 



4.792 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



273 



Chicago & Alton Railroad, October, 1920. 
Total carloads, inbound and outbound _ 1 1 ,408 

Inbound. 

Loaded beyond switching district 5,365 

Loaded bevond switching district for other roads * 81 



Total 5,446 

For setting at C. & A. Freight House 

For local delivery on C. & A __ 

For delivery to other roads: (L — Local, T — Through). 

East St. Louis: 



Roads. 



Terminal Merchants Wiggins Direct 
L. T. L. T. L. T. L. T. Total 



87 



-East. 



B. & O 

C. B. & O.- 
C. & E. I 

C. C. C. & St. L 

C. P. & St. L 

E. St. L. & Sub 5 

E. St. L. Tct 

I. C __ 1 

I. T. S 1 

L. &M 

L. & N 

M. P.— Dupo 

M. &0 

Penn 

St. L. & O'F 1 

St. L. S. W 

Southern 6 

T. St. L. & W 

T. R. R. A __ 293 

Wabash — East „ _ 

River 



1 










15 


380 


1 












6 


35 




5 




1 




13 


3 


1 




1 




734 




17 






3 


245 






1 




2 










1 














11 










12 


154 


10 






13 


261 












1 


199 












13 


79 






6 








248 






2 


216 




83 


13 


86 
2 

1 


209 
40 

9 



483 

7 

40 

13 

1 

10 

734 

266 

4 

1 

177 

284 

200 

92 

1 

254 

303 

42 

592 

10 

13 



Totals _ 394 88 

Total for local delivery in East St. Louis.. 
Total for through movement 



217 



7 114 1046 850 811 3527 



460 




1,575 
1,952 



St. Louis: 

C. B. & O.— West 

C. R. I. & P _ 

L. & N. Hse _ 

M. K, & T 

M. P.— West 105 44 

M. P.— South 

St. L.-S. F.__ 69 80 

St. L. S. W. House 

T. R. R. A 456 

Wabash — West _ 



160 



22 



152 

236 



22 

8 

5 

92 

149 

152 

149 

14 

852 

16 



Totals 630 124 169 88 440 

Total for local delivery in St. Louis 

Total for through movement ■— 



1459 



1,239 
220 



Total delivered .-. 5,446 



274 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



Chicago & Alton Railroad, October, 1920. 

Total carloads, inbound and outbound 

Outbound. 



For movement beyond switching district 
For delivery within switching district 



Total 



11,408 



5,880 
82 

5,962 



Loaded at C. & A. Freight House- 
Loaded locally on C. & A 



420 
13 



Received from other roads: (L — Local, T — Through). 

East St. Louis : 

Terminal Merchants Wiggins 



Roads. 

B. & O 

C. & E. I 

C. B. & Q.— East. 

C. C. C. & St. L 

C. P. & St. L 

E. St. L. & Sub. 

E. St. L. Jet 

I. C 

L. & M 

L. & N 

M. P.— Dupo 

M. & O 

Penn 

St. L. S. W 

St. L. T. & E 

Southern 

T. St. L. & W 

T. R. R. A 

Wabash — East 



L. 



L. 



L. T. 



Direct 

L. T. Total 



30 
2 

92 



1 3 
"96 



... 1007 

.... 344 

1 85 

.... 172 



7 189 1 38 
1 



1 524 525 
6 

9 9 

2 55 58 

4 

30 

.... 619 619 

96 

2 

.... 300 300 

1007 

345 

86 

172 

92 

1 822 824 

.... 92 93 

237 

1 



Totals 



1 



7 319 3 1746 



4 2421 4506 



Total for local delivery on C. & A „. 

Total for through movement on C. & A... 

St. Louis: 

C. B. & Q.— West 

C. R. I. & P — 

Mfrs 

M. K. & T 

M. P.— West 11 

M. P.— South 

St. L.-S. F : 53 

T. R. R. A 

Wabash — West 3 



15 

4,491 



99 



351 

57 

4 



15 
75 



160 



40 
15 



65 

25 

50 



40 

15 

15 

75 

110 

65 

404 

242 

57 



Totals 67 511 



250 



195 



1023 



Total for local delivery on C. & A 

Total for through movement on C. & A. 



67 
956 



Total received 



5,962 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 275 

Chicago, Burlington & Quincy Railroad (East), October, 1920. 

Total carloads inbound and outbound 12,740 

Inbound. 

Loaded beyond switching district 6,878 

Loaded within switching district for other roads 10 



Total 6, 

For setting at C. B. & 0., East St. Louis Freight House 270 

For local delivery on C. B. & Q 

From Hannibal Division to Paducah Division via Alton Bridge 691 

From Paducah Division to Hannibal Division via Alton Bridge 1,587 

For delivery to other roads: (L — Local, T — Through). 

East St. Louis : 

Terminal Merchants Wiggins Direct 
Roads. L. T. L. T. L. T. L. T. Total 



A. & S 1 1 

B. & 9 81 90 

C. & A 9 9 

C. & E. I - 13 13 

C. C. C. & St. L 2 75 77 

C. P. & St. L 5 5 

E. St. L. & Sub 4 1 5 

E. St. L. Jet 25 1292 1317 

I. C 90 422 512 

L. & N _ 24 5 215 244 

M. & 28 197 225 



M. P.— Dupo 4 2 5 117 128 

Penn 7 6 90 103 

St. L. & O'F 1 _ 1 

St. L. SW 2 1 108 Ill 

St. L. T. & E : 3 3 

Southern 1 16 7 30 267 321 

T. St. L. & W 1 67 68 

T. R. R. A 536 1 35 572 

Wabash — East _ 5 5 

River 2 2 





9 


81 
9 






75 


5 


1292 




422 








5 


215 


197 






117 






90 






108 






7 


30 


267 


67 






5 






2 







Totals 543 216 1 2 47 1020 1336 647 3812 

Total for local delivery in East St. Louis 1,927 

Total for through movement 1,885 

St. Louis: 

C. B. & O.— West 16 16 

M. K. & T.__ 5 5 

M. P.— West 70 23 ^ 93 

M. P.— South 20 m. 20 



St. L.-S. F , 5 35 .". 40 

T. R. R. A 93 138 85 316 

Wabash— West 23 5 10 - 38 







5 


23 






35 


138 




5 




10 



Totals 191 63 138 15 121 528 

Total for local delivery in St. Louis - - 450 

Total for through movement — ... 78 



Total delivered _ 6,888 



276 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



Chicago, Burlington & Quincy Railroad (East), October, 1920. 
Total carloads, inbound and outbound _ 12,740 

Outbound. 

For movement beyond switching district 5,650 

For delivery within switching district 202 



Total 



5,852 



Loaded at C. B. & O. — East St. Louis Freight House 

Loaded locally on C. B. & Q 

From Hannibal Division to Paducah Division via Alton Bridgfe.. 



86 



691 

From Paducah Division to Hannibal Division via Alton Bridge 1,587 

For delivery to other roads: (L — Local, T — Through). 





East St. Louis: 

Roads. 
& s 






Terminal 


Merchants 


Wig 


gins 


Direct 






A 


L. 


T. 

1 

21 
2 

11 


L. 

4 
83 

22 


T. 

5 

4 

12 
2 

2 
11 

44 


L. 

9 
4 
1 

4 
3 


T. 

1 

4 

267 

264 
91 
11 

77 

15 
16 
28 

5 


L. 

2 
10 


T. 

183 
6 

76 

199 
39 

375 

820 
1 


Total 

5 

183 

7 

4 

76 

10 

4 

199 

331 

16 

377 

269 

174 

11 

79 

11 

849 

20 

105 

5 




B 


& o 










C 


& A 








C 


& E. I 










c. 

c. 

F 


C. C. & St. L 

P. & St. L 

St. L. & Sub 








K 


St. L. I'ct 










I. 
L 


C 

& M 








T, 


& N 










M 


& o 










M 


P.— Dupo 
nn. 










Pe 






St 


L. S. W 










St. 


T.. T. & tt..._. _ 








Southern 










T 


St. L. & W 








T 


R. R. A 










W 


abash — East 
Totals 




















35 

Q 

&Q.. 

9 
224 


109 


80 


21 


779 


12 


1699 2735 






Total for local 
Total for throu 

St. Louis: 
B. & Q.— West 

. K. Rr T. 


delivery on C. 
gh movement on 


B. & 

C. B. 


142 


















.. 2,593 


C 




30 
17 


60 


5 

5 
398 

5 






5 
30 

5 
458 

9 
246 




M. 








Mfrs 










M 


P.— South 

. L.-S. F 

R. R. A 

Totals 








St 
T 


















233 

) 

&Q... 




47 


60 


413 






753 






Total for local delivery on C. E 
Total for through movement on 

Total received 


1. &£ 
C. B. 


.... 60 










.... 693 






















5,852 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 277 

Chicago, Burlington & Quincy Railroad (West), October, 1920. 
Total carloads, inbound and outbound 10,569 

Inbound. 

Loaded beyond switching district 4,897 

Loaded within switching district for other roads 308 



Total 5,205 

For setting at C. B. & 0. Freight House and Team Tracks 1,097 

For local delivery on C. B. & Q 341 

For delivery to other roads: (L — Local, T — Through). 

St. Louis : 

Terminal Merchants Wiggins Direct 
Roads. L. T. L. T. L. T. L. T. Total 



C. R. I. & P 3 22 25 

I. T. S 5 26 2 1 35 

L. & N. House 18 18 

Mfrs 130 130 

M. K. & T 10 4 1 30 45 

M. P.— West 90 1 91 

M. P.— South 377 107 484 

St. L.-S. F 44 194 238 

River 5 5 

T. R. R. A 832 263 1095 

Wabash— West 101 2 74 20 197 



Totals 1103 249 772 113 75 50 2362 

Total for local delivery in St. Louis 1,950 

Total for through movement 412 

East St. Louis : 

B. & O _.. 18 18 

C. & A 40 40 

C. B. & O.— East 5 5 

C. C. C. & St. L 30 30 

I. C 15 410 425 

L. & N 24 20 44 

M. & O. — 16 173 189 

M. P.— Dupo 210 210 

Penn 30 45 75 

St. L. SW _ 5 24 43 72 

Southern 19 5 10 95 129 

T. R. R. A 95 73 168 



Totals 174 29 113 1089 1405 

Total for local delivery in East St. Louis _ _ 287 

Total for through movement _ _ „ 1,118 



Total delivered 5,205 



278 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

Chicago, Burlington & Quincy Railroad (West), October, 1920. 
Total carloads, inbound and outbound 10,569 

Outbound. 

For movement beyond switching district 4,439 

For delivery within switching district _ _ 925 



Total 5,364 

Loaded at C. B. & 0. Freight House and Team Tracks 1,458 

Loaded locally on C. B. & Q 798 

Received from otber roads: (L — Local, T — Through). 

St. Louis: 

Terminal Merchants Wiggins Direct 
Roads. L. T. L. T. L. T. L. T. Total 

C. R. I. & P 7l 27 38 

Mfrs 2 58 60 

M. K. & T 2 6 18 26 

M. P.— West 44 7 51 



M. P.— South 253 309 562 

St. L.-S. F 112 356 468 

T. R. R. A 10 79 23 129 52 113 406 

Wabash— West 2 6 103 6 117 



2 


58 








2 








6 


44 


7 


253 


309 




112 


356 








23 


129 


52 


113 




2 


6 






103 



Totals 10 79 196 583 305 422 109 24 1728 

Total for local delivery on C. B. & Q 620 

Total for through movement on C. B. & Q __ 1,108 

East St. Louis: 

B. & O , 4 16 4 10 34 

C. & A 22 22 

C. & E. I l 30 : _.. 30 

C. B. & Q.— East 16 16 

C. C. C. & St. L 25 25 

I. C 34 138 172 

L. & M „ 20 20 

L. & N.__ 10 10 

M. & 240 240 

M. P.— Dupo 15 225 240 

Penn 14 15 55 84 

St. L. S. W 16 120 136 

St. L.T. &E :- 125 125 

Southern 65 28 93 

T. R. R. A 60 5 8 73 

Wabash— East 60 : :..... 60 



Totals 34 251 271 824 1380 

Total for local delivery on C. B. & Q 305 

Total for through movement __ 1,075 



Total received — _ 5,364 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 279 

Cleveland, Cincinnati, Chicago & St. Louis Railway, October, 1920. 
Total carloads, inbound and outbound 10,897 



Inbound. 

Loaded beyond switching district 5,773 

Loaded within switching district for other roads Ill 



Total 5,884 

For setting at C. C. C. & St. Louis Freight House 2,034 

For local delivery on C. C. C. & St. L - C 

For delivery to other roads: (L — Local, T — Through). 

East St. Louis: 

Terminal Merchants Wiggins Direct 
Roads. L. T. L. T. L. T. L. T. Total 



A. & S 14 4 2 20 

B. & 1 7 8 

C. & A 1 2 55 58 

C. & E. I - 1 1 

C. B. & Q.— East — 76 76 

C. P. & St. L 1 1 

E. St. L. & Sub 3 1 1 5 

E. St. L. let 76 76 

I. C 3 47 50 

I.T.S 1 1 

L. & N 18 16 34 

M. P. — Dupo 6 5 65 192 268 

M. & O. 1 29 30 

Penn 2 4 3 9 

S. L. & O'F 1 1 

St. L. S. W __ ; . 2 141 143 

St. L. T. & E 1 3 4 

Southern 19 9 28 

T. St. L. & W 1 1 

T. R. R, A 86 260 94 1 441 

Wabash— East 1 2 3 

River 1 1 



Totals 112 16 265 1 166 378 118 203 1259 

Total for local delivery in East St. Louis — _ 661 

Total for through movement 598 

St. Louis: 

C. B. & O.— West 25 25 

C. R. I. & P 150 150 

M. K. & T 180 170 350 

M. P.— West 162 419 581 

M. P.— South 122 122 

St. L.-S. F 110 180 290 

T. R. R. A 610 121 201 932 

Wabash— West 126 15 141 



Totals 882 599 301 320 474 15 2591 

Total for local delivery in St. Louis -- 1,657 

Total for through movement 934 



Total delivered - 5,884 



280 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



Cleveland, Cincinnati, Chicago & St. Louis Railway, October, 1920. 
Total carloads, inbound and outbound 10,897 



Outbound. 



Fore movement beyond switching district 
For delivery within switching district 



.., 4,909 
... 104 



Total 5,013 

Loaded at C. C. C. & St. Louis Freight House _ 560 

Loaded locally on C. C. C. & St. L , 



Received from other roads: (L — Local, T — Through). 



East St. Louis: 



Roads. 

B. & O - 

C. & A 

C. & E. I..: 

C. B. & 0.— East. 

C. P. & St. L 

E. St. Louis Jet 

I. C 

L. & M 

L. & N 

M P.— Dupo 

M. & O 

Penn 

St. L.-S. W 

St. L.-T. & E 

T. St. L. & W 

T. R. R. A 

Wabash — East 



Terminal Merchants Wiggins 
L. T. L. T. L. T. 



1 



Direct 

L. T. Total 



1 62 331 



5 
2 20 



1 626 

2 116 



261 

1 

59 
13 



Total for local delivery on C. C. C. & St. L 

Total for through movement on C. C. C. & St. L.. 



13 



75 



2 
13 

2 
71 

5 
415 415 
28 

1 
6 7 

627 

118 

2 
261 

3 

1 

455 

13 



64 335 7 1103 2 509 2030 



74 
1,956 



St. Louis: 

C. B. & O.— West 

C. R. I. & P 

Mfrs 

M. K. & T 

M. P.— West 

M. P.— South 

St. L.-S. F 

T. R. R. A 

Wabash — West 



665 

457 
85 
25 



20 





... 30 


170 






... 95 


272 






6 44 


245 


... 35 


180 


... 90 



4 1232 20 867 6 294 



Total for local delivery on C. C. C. & St. L 

Total for through movement on C. C. C. & St. L- 



30 
170 

95 
272 
665 

50 
461 
385 
295 



2423 



30 

2,393 



Total received 



... 5,013 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



281 



Chicago & Eastern Illinois Railroad, October, 1920. 

Total carloads, inbound and outbound 5,762 



Inbound. 

Loaded beyond switching district 2,667 

Loaded within switching district for other roads 



Total _ __ ... 2,667 

For setting at C. & E. I. Freight House 

For local delivery on C. & E. I - 



470 




For delivery to other roads: (L — Local, T — Through). 
East St. Iouis: 



Roads. 

B. & O 

C. & A 

C. B. & Q.— East 

C. C. C. & St. L 

C. P. & St. L 

E. St. L. & Sub 

E. St. L. Jet 

I. T. S 

L. & N 

M. P.— Dupo 

M. & O 

St. L. S. W 

St. L.-O'F 

Southern 

T. R. R. A - 

Totals 



Terminal Merchants Wiggins Direct 
L. T. L. T. L. T. L. T. Total 



2 

2 

8 

36 

1 
S 



1 

12 

150 



21 
1 

48 
4 

39 
1 
1 
2 



3 
6 
4 
2 
2 
2 
8 

57 
2 

56 
4 

39 
2 

13 
153 



1 



1 221 130 



353 



Total for local delivery in East St. Louis.. 
Total for through movement 



222 
131 



St. Louis: 

C. B. & 0.— West. 

C. R. I. & P 

L. & N. House 

M. K. & T 

M. P.— West 

M. P.— South 

St. L.-S. F 

T. R. R. A 

Wabash — West 



30 

25 

30 

85 

34 120 



534 
15 



15 

iT 



15 



30 

25 

30 

85 

_ 154 

15 

276 650 941 

534 

30 



Totals 



613 290 15 276 650 1844 



Total for local delivery in St. Louis.. 
Total for through movement 



940 
904 



Total delivered 



2,667 



282 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

Chicago & Eastern Illinois Railroad, October, 1920. 
Total carloads, inbound and outbound 5 ,762 

Outbound. 

For movement beyond switching districts 3,095 

For delivery within switching districts 



Total 3,095 

Loaded at C. & E. I. Freight House 

Loaded locally on C. & E. I 

Received from other roads: (L — Local, T — Through). 



215 




East St. Louis: 



Roads. 

C. & A 

C. B. & Q.— East. 

C. C. C. & St. L 

E. St. L. Jet 

I. C 

L. & N 

M. P.— Dupo 

M. & O 

Penn 

St. L.-S. W _.... 

St. L.-T. & E 

Southern 

T. R. R. A 



Terminal Merchants Wiggins Direct 
L. T. L. T. L. T. L. T. Total 



35 

13 

1 



22 



Totals 



80 



Total for local delivery on C. & E. I 

Total for through movement on C. & E. I... 

St. Louis: 

C. R. I. & P 

Mfrs 

M. K. & T 

M. P.— West 128 

M. P.— South 

St. L.-S. F 

T. R. R. A 48 

Wabash — West 



Totals 



176 



Total for local delivery on C. & E. I 

Total for through movement on C. & E. I. 

Total received — _. 



15 

1 

22 

347 

51 

4 

318 

4 

27 

64 



859 



100 
150 



46 
42 



338 



11 



11 



30 



60 

50 



41 
13 

1 
15 

1 

22 

347 

73 

4 
319 

4 
27 
83 



950 



100 

30 

150 

128 

60 

1276 1276 

144 

42 



140 1276 1930 




950 




1,930 



3,095 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



283 



Chicago, Peoria & St. Louis Railroad, October, 1920. 

Total carloads, inbound and outbound 



3,815 



Inbound. 

Loaded beyond switching district 1,581 

Loaded within switching district for other roads 

Total 







1,581 



For setting at C. P. & St. L. Freight House. 
For local delivery on C. P. & St. L 



128 





For delivery to other roads: (L — Local, T — Through). 

East St. Louis: 

Terminal Merchants Wiggins A. & S. Direct 

L. T. L. T. L. T. Total 



Roads. 

A. & S 

B. & O 

C. & A 

C. B. & O.— East. 

C. C. C. & St. L 

E. St. L. let 

I. C 

I. T. S 

L. & M 

L. & N 

M. P.— Dupo 

M. & O 

Penn 

St. L.-S. W 

Southern 

T. St. L. & W 

T. R. R. A 



L. T. L. T. 



62 



13 

1 
9 



62 



79 



20 
62 

44 
17 

45 



90 



86 



133 



90 

21 

4 
10 

5 

86 

79 

1 

6 6 

21 

62 

44 

17 

45 

60 193 

7 7 
124 



Total 



62 



1 86 284 90 219 71 815 



Total for local delivery in East St. Louis.. 
Total for through movement 



St. Louis: 

C. R. I. & P 

M. K. & T 

M. P.— West 15 

St. L.-S. F 81 

T. R. R. A 141 

Wabash — West 3 



53 
61 



117 



14 
42 



1 



110 



14 

42 

68 

143 

141 

230 



Totals 240 114 117 57 110 



638 



457 

358 



Total for local delivery in St. Louis 467 

Total for through movement 171 



Total delivery 1,581 



284 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

Chicago, Peoria & St. Louis Railroad, October, 1920. 

Total carloads inbound and outbound 3,81 5 

Outbound. 

For movement beyond switching district 2,176 

For delivery within switching district 58 



Total 2,234 

Loaded at C. P. & St. L. freight house 206 

Loaded locally on C. P. & St. L 72 

Received from other roads: (L. — Local, T — .Through) : 

East St. Louis: 

Terminal Merchants Wiggins A. & S. Direct 
Roads. L. T. L. T. L. T. L. T. L. T. Total 



B. & O ■. 4 4 

C. & A 1 1 

C. & E. 1 2 2 

C. B. & 0.— East 5 5 

C. C. C. & St. L 1 1 

E. St. L. & Sub 5 1 1 7 

E. St. L. Tct 31 31 

I. C 41 41 

L. & M 41 41 

L. & N 93 93 

M. P.— Dupo 6 507 3 516 

M. & 204 6 210 

Penn 1 29 30 

St. L.-S. W 1 1 169 171 

Sou 1 1 230 232 

T. St. L. & W - _.. 4 4 

T. R. R. A 5 1 63 1 5 75 

Wab.— East 2 6 8 

Totals 6 ~~ 6 67 10 1,067 :. 9 42 265 1,472 

Total for local delivery on C. P. & St. L 58 

Total for through movement on C. P. & St.L 1,414 

St. Louis: 

Mfrs 45 45 

M. K. & T 30 _.. 30 

M. P.— West 58 58 

M. P.— South 40 40 

St. L.-S. F 171 171 

T. R. R. A 33 62 20 115 

Wab.— West 25 25 



Totals 262 117 105 484 

Total for local delivery on C. P. & St. L 

Total for through movement on C. P. & St. L 484 

Total received 2,234 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 285 

Chicago, Rock Island & Pacific Railway, October, 1920. 

Total carloads, inbound and outbound 5,400 

Inbound. 

Eoaded beyond switching district 2,627 

Loaded within switching district for other roads 92 



Total _ 2,719 

For setting at C. R. I. & P. freight house 154 

For local delivery on C. R. I. & P 

For delivery to other roads: (L — Local, T — Through). 



East St. Louis: 
Roads. 




Terminal 
L. T. 


Merc 
L. 


hants 
T. 


Wiggins A. & S. 
L. T. L. T. 


Direct 
L. T. 


Total 




C. B. & O.— West .... 






11 
2 

2 

55 

36 

388 

17 


27 

4 

1 

6 

20 
2 


45 

49 1 


151 


38 

4 

2 

45 

3 

61 

50 

56 

388 

170 




I. T. S 








L. & N. House 

Mfgrs 

M. K. & T 








M. P.— West 








M. P.— South 

St. L.-S. F 








T. R. R. A 

Wabash — West 








Totals 




St. L« 
ent 


511 

3U1S 


60 


94 1 


151 


817 




Total for local 


deli 
igh 


very in 
movem 


756 


Total for throt 












61 


East St. Louis 
B. & O 


205 

50 

35 

280 
10 


50 

15 

100 

170 

85 
55 
303 
245 
50 
85 

10 


- 


- 


50 

15 

100 

170 

205 

85 

55 

303 

295 

85 

85 

280 

20 




C. & A 

C. & E. I 

C. C. C. & St. L 
E. St. L. Tct 

I. C 

L. & N._ 








M. & O 








Penn 






Southern 

T. St. L. & W. 

T. R. R. A 

Wabash — East 


del 
erer 






Totals 

Total for local 
Total for throu 


ivery in 
moveme 

1 


East 
nt 


580 1168 

St. Louis 




< 


1748 


580 
.. 1,168 








i 










Total deliv 


.. 2.719 



286 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



Chicago, Rock Island & Pacific Railway, October, 1920. 

Total carloads, inbound and outbound _ 



5,400 



Outbound. 



For movement beyond switching- district. 
For delivery within switching district 



2,512 
169 



Total 2,681 

Loaded at C. R. I. & P. Freight House 

Loaded locally on C. R. I. & P 



Received from other roads: (L — Local, T — Through). 
St. Louis: 



Roads. 

C. B. & Q.— West. 

Mfgrs 

M. K. & T 

M. P.— West 

M. P.— South 

St. L.-S. F 

T. R. R. A 

Wabash— West 



Terminal Merchants Wiggins A. & S. 
L. T. L. T. L. T. L. T. 



Direct 
L. T. Total 



38 



??, 








1 


16 


?, 






39 




6 


42 






60 


2 


8 


6 







Totals 



38 11 171 



3 30 



Total for local delivery on C. R. I. & P 

Total for through movement on C. R. I. & P. 



C. 
C. 
C. 

E. 



East St. Louis: 

B. & O 

C. & A 

& E. I 

C. C. & Ct. L 

P. & St. L , 

St. L. & Sub 

E. St. L. Tct 

i. c : 

L. & M 

L. & N 

M. & O 

Penn 

St. L. & O'F 

St. L.-S. W 

St. L. T. & E 

Southern 

T. St. L. & W 

T. R. R. A 

Wabash — East 



5 146 



21 

5 

15 
45 
15 



35 

150 
14 

230 
32 
74 
15 

205 
20 

109 

275 



15 
295 
55 
30 
25 



Totals 



115 1725 



Total for local delivery on C. R. I. & P 

Total for through movement on C. R. I. P. 



30 



30 



25 
17 

3 
42 

6 

43 

112 

44 



7 292 



151 

8 

35 

150 
14 

239 
32 
74 
15 

205 
20 

130 

275 

5 

30 

340 
70 
35 
25 



1853 



536 




46 
246 



123 
1,730 



Total received 



2,681 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 287 

East St. Louis & Suburban Railway, October, 1920. 

Total carloads, inbound and outbound 2,889 

Inbound. 

Loaded beyond switching district - 2,750 

Loaded within switching: district for other roads - _ 74 



Total 2,824 

For delivery to other roads: (L — Local, T — Through). 

East St. Louis : 

Terminal Merchants Wiggins A. & S. Direct 
Roads. L. T. L. T. L. T. L. T. L. T. Total 



A. & S 17 17 

B. & O __ 3 1 4 

C. & A 30 30 

C. B. & O.— East 4 4 

C. P. & St. L 5 1 1 7 

I. C 3 2 5 

I. T. S 13 13 

L. & N 1 1 

M. P.— Dupo 60 40 100 

M. & 1 9 10 

Penn _ 30 12 42 

St. L.-S. W 4 14 18 

Southern 5 6 52 63 

T. St. L. & W 1 1 

T. R. R. A 325 41 366 

Wabash — East 22 22 

E. St. L. Jet 6 1 7 

Totals 447 93 48 38 32 52 710 

Total for local delivery in E. St. Louis 527 

Total for through movement 183 

St. Louis: 

C. R. I. & P 9 230 239 

Mfgrs 25 25 

M, K. & T 15 185 200 

M. P.— West 155 10 165 

M. P.— South 60 60 

St. L.-S. F 270 260 _ 530 

T. R. R. A 555 555 

Wabash— West 330 10 340 



Totals 1334 695 85 _ 2114 

Total for local delivery in St. Louis - - 1,419 

Total for through movement 695 



Total delivered 2,824 

No tabulation made of outbound carloads on account of small number. Outbound move- 
ment consists almost entirely of empty coal cars. 



288 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



Illinois Central Railroad, October, 1920. 

Total carloads, inbound and outbound 

Inbound. 

Loaded beyond switching district- 



Loaded within switching: district for other roads 



23.639 



10,759 
19 



Total 10,778 

For setting at I. C. Freight House 

From South line to North line 

From North line to South line 



1,236 

2,532 

693 



For delivery to other roads: (L — Local, T — Through). 
East St. Louis: 

Terminal Merchants Wiggins A. & S. 
Roads. L. T. L. T. L. T. L. T. 



Direct 
L. T. Total 



A. & S 

B. & 1 

C. & A 

C. & E. I 

C. B. & O.— East 

C. C. C. & St. L 

C. P. & St. L 

E. St. L. & Sub 

E. St. L. Jet 1 

L. & M 

L. & N 

M. & O 

M. P.— Dupo 

Penn 

St. L.- S. W 

St. L. T. & E 

Southern 

T. St. L. & W 

T. R. R. A 

Wabash — East 

River 



21 

5 



2 

22 

1 



415 



1 


2 




1 


2 




1 


3 


1 


9 




6 


10 






29 




1 



18 

96 

267 
20 
41 



28 
15 
20 

34 

1 

1 

31 

101 

10 



203 



1 



701 



... 203 

... 28 

... 96 
1 

... 292 

... 28 

... 41 
3 

... 703 

2 

33 

15 

53 503 589 

47 

1 95 99 

_.. 11 

26 223 250 

33 

466 

103 

10 



Totals 

Total for local delivery in East St. Louis.. 
Total for through movement 



68 416 16 62 683 203 782 821 3053 



1,465 
1,588 



St. Louis : 

C. B. & Q.— West 

C. R. I. & P 

L. & N. House 

Mfgrs 

M. K. & T 

M. P.— West 150 

M. P.— South 

St. L.-S. F 65 

T. R. R. A 584 

Wabash— West 95 



20 



65 

120 

4 



74 



140 



34 138 



105 



175 12 



423 
35 



220 

10 650 145 



172 

74 

20 

105 

140 

215 

187 

185 

1227 

939 



Totals 894 189 478 224 1184 295 

Total for local delivery in St. Louis 

Total for through movement 



3264 



2,556 
708 



Total delivered _ 10,778 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



289 



Illinois Central Railroad, October, 1920. 
Total carloads, inbound and outbound 23,639 

Outbound. 

For movement beyond switching district 12,766 

For delivery within switching district 95 



Total 12,861 

Loaded at I. C. Freight House '. 2,159 

Loaded locally on I. C 

From South line to North line 2,532 

From North line to South line _ - — _ 693 



Received from other roads: (L — Local, T — Through). 

East St. Louis : 

Terminal Merchant Wiggins A. & S 
L. T. L. T. L. T. L 



Roads. 

A. & S 

B. & O 

C. & A 

C. B. & Q.— East 
C. C. C. & St. L... 

C. P. & St. L - 

E. St. L. & Sub. 

E. St. L. Jet 

L. & N 

M. & O 

M. P.— Dupo 

Penn 

St. L.- S. W 

St. L.-T. & E 

Southern ... 

T. St. L. & W 

T. R. R. A 

Wabash — East 



T. 



Direct 
L. T. Total 



17 
90 






3 


40 
245 
422 




1 


4 
15 


2 

1 


79 

216 

2 

22 


8 


27 


214 


1 


2 

108 
145 



7 



13 
10 



47 



7 

40 

266 

512 

50 

79 



575 575 

81 82 

1 232 

1174 1176 

34 

979 979 
15 



45 



45 

11 

358 

145 



Totals 



3 115 28 233 



7 1281 



38 



4 2902 4611 



Total for local delivery on I. C 

Total for through movement on I. C. 



42 
4,569 



St. Louis: 

C. B. & O.— West 15 

C. R. I. & P 85 

Mfgrs 

M. K. & T 174 

M. P.— West 30 380 

M. P.— South 

St. L.-S. F 282 

T. R. R. A 275 285 

Wabash— West 30 5 320 



410 
"62 



3 125 



275 
110 



425 
85 
62 
174 
410 
128 
282 
835 
465 



Totals 30 976 20 864 

Total for local delivery on I. C 

Total for throusrh movement on I. C 



3 982 



2866 



53 

2,813 



Total received 



12,861 



290 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

Illinois Traction System, October, 1920. 
Total carloads, inbound and outbound 1 ,456 

Inbound. 

Loaded beyond switching district 379 

Loaded within switching district for other roads 7 



Total - - 486 

For setting at I. T. S. Freight House and Team Tracks 172 

For delivery to other roads: (L — Local, T — Through). 

East St. Louis : 

Terminal Merchants Wiggins Direct 
Roads. L. T. L. T. L. T. L. T. Total 



C. & A 4 4 

I. C 3 3 

E. St. L. Jet 5 , 5 

L. & M 1 1 

L. & N 4 4 

M. P.— Dupo 2 2 

M. & 16 16 

Penn 1 1 

Southern 8 8 

T. R. R. A 67 67 



Totals 73 30 8 Ill 

Total for local delivery in East St. Louis _ 81 

Total for through movement - 30 

St. Louis : 

C. B. & Q.— West 6 6 

C. R. I. & P — 1 1 

Alfgrs : 1 1 

M. K. & T 1 1 

M. P.— West 17 46 63 

M. P.— South 15 3 18 

St. L.-S. F 25 3 28 

T. R. R. A 64 64 

Wabash— West 20 1 21 



Totals : 132 52 16 3 203 

Total for local delivery in St. Louis 148 

Total for through movement 55 



Total delivered __ 486 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

Illinois Traction System, October, 1920. 
Total carloads, inbound and outbound 



... 1,456 



291 



Outbound. 

For movement beyond switching district 844 

For delivery within switching district 126 



Total - 970 

Loaded at I. T. S. Freight House and Team Tracks 438 



Received rom other roads: (L. — Local, T. — Through 
East St. Louis : 



Roads. 



Terminal Merchants Wiggins Direct 
L. T. L. T. L. T. L. T. Total 



B. & O 












1 

36 

13 

45 
1 
2 

1 
1 
1 


1 
3 
21 
1 
1 

2 

20 

29 

1 

2 

1 

5 


— 


— - 


1 

4 

57 

1 

1 

13 

2 

65 

30 

3 

2 

2 

24 25 
6 


r 


C. & A _ 












C. &. E. I 












C. C, C. & St. L 






C. P. & St. L 

E. St. L. & Sub 










L. & N 

M. P.— Dupo 

M. & O 

Penn 






St. L.-S. W 










St. L.-T. & E 








Southern 

T. R. R. A 
















- 


Totals 






101 


87 






24 212 




Total for local deli" 


irery 
mo-\ 


on I. T. 

•ement i 


S 
3n 




101 


Total for through 


I. T. 


S- 

8 
6 












111 


St. Louis: 
C. B. & Q.— West . . 


5 

2 

6 


26 
4 

17 

113 
26 


2 

1 
2 


1 

6 
39 
50 


34 

4 

6 

17 

48 

127 

84 




C. R. I. &P 










MfgTS. 












M. P.— West 








6 




M. P.— South 










St. L.-S. F 










T. R. R. A 


















Totals . 


6 


14 


13 


186 


5 


96 


320 




Total for local delh 


r&ry on I. T. S. 
movement on 


24 


Total for through 


I. T. 


s. 












296 










Total received 


970 



292 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



Litchfield & Madison Railroad, October, 1920. 
Total carloads, inbound and outbound _ 



2,548 



Inbound. 

Loaded beyond switching district 2,325 

Loaded within switching district for other roads , 9 



Total 



2,334 



For delivery to other roads: (L — Local, T — Through). 

East St. Louis : 

Terminal Merchants Wigreins 



A. & S. 



Roads. 



L. T. L. T. L. T. L. T. 



Direct 
L T. Total 



A. & S 






305 




305 




b. & o :.: ::: 


5 








5 




c. & A 


2 








2 




C. B. & O.— East 4 


12 








16 




C. C. C. & St. L 










1 




C. P. & St. L 








... 41 ... 


41 




L. & N 


1 








1 




M. P.— Dupo 24 


14 








38 




Penn 2 


4 








6 




Southern 


7 








7 




T. R. R. A 115 










115 




Wabash — East 


2 








2 




Totals 145 


48 
ouis... 




305 


... 41 ... 


539 




Total for local delivery in East St. L 


.. 491 


Total for* through movement: 










48 


St. Louis : 














C. B. & Q:— West 


20 








20 




C. R. I. & P 


15 








15 




M. P.— West 280 


130 








410 




M. P.— South 




190 






190 




St. L.-S. F 25 


5 








30 




T. R. R. A 610 










610 




Wabash— West 500 


20 








520 




Totals 1415 


190 


190 






1795 




Total for local delivery in St. Louis 












.. 1,605 


Total for through movement 












.. 190 
















Total delivered 


a 2.334 



No tabulation made of outbound carloads on account of small number. Outbound move- 
ment consists almost entirely of empty coal cars. 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



293 



Louisville & Nashville Railroad, October, 1920. 
Total carloads, inbound and outbound 8,317 



Inbound. 

Loaded beyond switching district 

Loaded within switching- district for other roads 



Total 



4,598 
58 

4,656 



For setting at L. & N. — East St. Louis Freight House.. 
For local delivery on L. & N 



265 
8 



For delivery to other roads: (L — Local, T — Through). 
East St. Louis: 



R 



oacis. 



Terminal Merchants Wig-grins 



L. T. 



A. & S 

B. & O 

C. & A 

C. & E. I 

C. B. & Q.— East 

C. C. C. & St. L 

C. P. & St. L 

E. St. L. Jet 122 

I. C 

I. T. S 

L. & M 

M. & O 

M. P.— Dupo 

Penn 

St. L.-S. W 

Southern 1 

T. St. L. & W 

T. R. R. A 11 

Wabash — East 



L. 



L. T. 



A. & S. 
L. T. 



Direct 
L. T. Total 



81 



12 



93 



270 491 
9 

2 55 



14 
84 



24 



31 



2 
1 

252 
1 



57 



81 



24 

8 39 
300 300 

12 

375 377 
6 7 

93 

374 
82 
2 
1 
3 
762 
9 
57 
61 
14 
108 
85 



Totals 134 



81 15 281 749 24 



1 344 773 2410 



Total for local devilery in East St. Louis. 
Total for through movement 



864 
1,546 



St. Louis: 

C. B. & 0.— West 

C. R. I. & P 

L. & N.— House 

M. K. & T 

M. P.— West 100 

M. P.— South 

St. L.-S. F 35 

T. R. R. A 88 

Wabash — West 



175 
225 



181 



155 



205 
102 

15 



10 



320 

255 
12 



95 



10 

205 
181 
102 
275 
320 
260 
498 
122 



Totals 223 400 336 322 597 95 

Total for local delivery in St. Louis 

Total for through movement 



1973 



1.156 

817 



Total delivered 



4,656 



294 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

Louisville & Nashville Railroad, October, 1920. 
Total carloads, inbound and outbound 8,317 

Outbound. 

For movement beyond switching- district 3,284 

For delivery within switching district , 377 



Total 3,661 

Loaded at L. & N. — East St. Louis Freight House 538 

Loaded locally on L. & N 37 

Received from other roads: (L — Local, T — Through). 

East St. Louis: 

Terminal Merchants Wiggins A. & S. Direct 
Roads. L. T. L. T. L. T. L. T. L. T. Total 

A. & S 1 1 

B. &. 20 17 37 

C. & A 11 5 12 154 182 

C. & E. 1 31 1 32 

C. B. & 0.— East 24 5 215 244 

C. C. C. & St. L 18 16 34 

C. P. & St. L 1 20 21 

E. St. L. & Sub 1 1 

E. St. L. Tct 650 650 

I. C 1 20 3 28 52 

L. & M 1 1 

M. & 2 6 16 24 

M. P.— Dupo 1 138 139 

Penn __ 15 3 21 39 

St. L. S. W 1 23 24 

S. L. T. & E 5 _ 5 

Southern 8 8 

T. St. L. & W 27 2 2 4 35 

T. R. R. A 2 13 7 104 6 30 162 

Wabash— East 1 1 47 49 



Totals 2 50 134 112 19 313 2 21 35 1052 1740 

Total for local delivery on L. & N - 192 

Total for through movement on L.& N 1,548 

St. Louis: 

C B. & O.— West 42 20 62 

C. R. I.~& P 2 55 57 

L. & N — House 208 208 

Mfgrs 30 30 

M. K. & T 70 70 

M. P.— West 75 185 7 267 

M. P.— South 8 62 70 

St. L.-S. F 44 58 102 

T. R. R. A 95 96 30 221 

Wabash— West 7 175 77 259 



Totals 119 338 58 604 8 219 1346 

Total for local delivery on L. & N 185 

Total for through movement on L. & N 1,161 



Total received - 3,661 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBKR. 1920 

Manufacturers' Railway, October, 1920. 
Total carloads, inbound and outbound 



2,477 



295 



Inbound. 

Received from other roads: (L — Local, T — Through). 
St. Louis : 



Roads. 




Terminal 
L. T. 


Merchants 
L. T. 


Wiggins 

L. T. 


Direct 
L. T. 


Total 




C. B. & Q.— West... 






45 

45 

2 

8 


130 

3 
5 
82 


55 


130 
45 
45 
2 
58 
15 
82 




C. R. I. & P 








M. K. & T 

M. P.— West 








M. P.— South 

T. R. R. A 

Wabash — West 




2 




Totals 


2 




100 


220 


55 


377 




Total for local 


delivery 




377 


East St. Louis : 

C. P. & St. L 
E. St. L. & Sub. 

I. C 

M. P.— Dupo 








25 

5 

210 

60 

10 


60 

105 
90 

50 

90 

120 
23 

60 




60 
25 

105 
95 
50 

210 
90 
60 

120 
23 
10 
60 




M. & O 








S. L. & O'F 








St. L.-S. W 








St. L.-T. & E 






Southern 

T. St. L. & W. 

T. R. R. A 








Wabash — East 






Totals 






310 


598 




908 




Total for local 


delivery 




_* 908 




ved 
















Total recer 


1,285 



296 



DISTRIBUTION OF CAREOAD FREIGHT— OCTOBER, 1920 



Manufacturers' Railway, October, 1920. 
Total carloads, inbound and outbound , 2,477 



Outbound. 



Loaded on Mfgrs for other roads 

Loaded on Mfgrs. for industries on Mfgrs. 



Total 

Loaded on Mfgrs. and delivered to industries Mfgrs. 

For delivery to other roads: (L — Local, T — Through). 
St. Louis : 



1,068 
124 

1,192 



124 



Roads. 



Terminal Merchants Wiggins Direct 
L. T. L. T. L. T. L. T. Total 



C. B. & 0.— West 
C. R. T. & P 






2 
2 


1 
55 


2 
1 

41 

5 


58 

16 

6 

24 

2 
78 


112 


60 
17 

6 

24 

115 

2 
57 
41 
83 




I. T. S 








M. K. & T 






M. P.— West 








M. P.— South 

St. L.-S. F 

T. R. R. A 

Wabash — West 

















Totals 




4 


56 


49 


184 


112 


405 




Total for local del 


ivery 
move 


in St. Louis 


53 


Total for througfh 


jment 














352 


East St. Louis: 

B. & O 

C. & A 

C. & E. I 

C. B. & O.— East 








45 


30 
15 

30 
5 
45 
95 
62 
30 
74 
43 
50 
34 
25 
20 

60 




30 
15 
30 
5 
45 
95 
62 
30 
74 
43 
50 
34 
25 
20 
45 
60 




C. C. C. & St. L 

C. P. & St. L 






I. C 








L. & N 

M. P.— Dupo 

M. & O 






Penna. 








St. L.-S. W 








Southern 

T. St. L. & W. 








T. R. R. A 








Wabash — East 






Totals 








45 


618 




663 




Total for local del 


ivery 

move 

ed 


in East St. Louis 


.... 45 


Total for through 


■ment 














.... 618 




















Total deliver> 


... 1.192 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 297 

Missouri, Kansas & Texas Railway, October, 1920. 
Total carloads, inbound and outbound 8,544 

Inbound. 

Loaded beyond switching district 3,465 

Loaded within switching district for other roads 62 



Total 3,527 

For setting at ,M. K. & T. freight house 243 

For local delivery on M. K. & T 

For delivery to other roads: (L — Local, T — Through). 
St. Louis: 



Roads. 






t 


Terminal 
L. T. 


Merc' 
L. 


hants 
T. 


Wiggins 
L. T. 


Direct 
L. T. 


Total 




C. B. & 0.— West 
C. R. I. & P 




2 
1 

32 

3 

213 
23 


2 

1 

3 

10 
6 


45 

36 

2 


6 


18 


26 

3 

45 

33 

36 

6 

215 

33 

6 




Mfgrs 












M. P.— West 

M. P.— South 

St. L.-S. F 

T. R. R. A 

Wabash — West 












River 






















Totals 


lis 


274 


22 


83 


6 


18 


403 




Total for local de 


livery 
movei 


in St. 
nent 


Lot 


.... 363 


Total for through 

East St. Louis: 

B. & 

C. & A 
















.... 40 








398 
90 

14 
80 


403 

75 

30 

150 

272 

30 

174 

70 

10 

440 

30 

555 

150 








403 
75 
30 

150 

272 
30 

398 

174 
90 
70 
10 

440 
44 

555 
80 

150 




C. B. & 0.— East 

C. & E. I 

C. C. C. & St. L 

C. P. & St. L 

E. St. L. Jet 












I. C 








L. & M 

L. & N 

M. & O 










Penn 

Southern 

T. St. L. & W 








T. R. R. A 












Wabash — East 










Totals 


Louis 


582 2,299 








2,881 




Total for local del 


ivery in Eas 
i movement 


t St. 


.... 582 


Total for through 
















.... 2,299 























Total delivered 3,527 



298 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



Missouri, Kansas & Texas Railway, October, 1920. 
Total carloads, inbound and outbound 



8,544 



Outbound. 



For movement beyond switching district. 
For delivery within switching district 



4,439 
578 



Total 



5,017 



Loaded at M. K. & T. freight house.. 
Loaded locally on M. K. & T 



Received from other roads: (] 
St. Louis: 

Roads. 

C. B. & O.— West 

C. R. I. & P 

Mfgrs 

M. P.— West 

M. P.— South 

St. L.-S. F 

T. R. R. A 

Wabash — West 

Totals 



.ocal, T — Through). 



Terminal Merchants Wiggins 
L. T. L. T. L. T. 



Direct 

L. T. Total 



Total for local delivery on M. K. & T 

Total for through movement on M. K. & T. 



10 
2 



11 



1 






... 24 


34 






... 37 


23 




177 


1 12 


29 





1 



33 268 



1 73 



30 



45 
3 
24 
45 
37 
23 
197 
32 



1 30 406 



1,073 




35 
371 



East St. Louis: 

B. & O 

C. & A 

C. & E. I 

C. B. & Q.— East 

C. C. C. & St. L 

C. P. & St. L 

E. St. L. & Sub 

E. St. L. Jet 

I. C 

L. & N 

M. & O 

M. P.— Dupo 

Penn 

St. L. T. & E 

Southern 

T. St. L. & W 

T. R. R. A 

Wabash — East 



Totals 



180 
"l5 



146 



15 
115 

65 



150 

88 

85 

5 

170 

42 

185 

22 

140 

102 

10 

10 

393 

610 

45 

208 

145 

580 



.... 543 2990 



Total for local delivery on M. K. & T 

Total for through movement on M. K. & T... 



153 

92 

85 

5 

350 

42 

200 

22 

140 

102 

10 

10 

539 

610 

45 

223 

265 

645 



3538 



543 
2,995 



Total received 5,017 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 299 

Missouri Pacific Railroad (East Side), October, 1920. 
Total Carloads, inbound and outbound 19,546 

Inbound. 

Loaded beyond switching district _ 12,916 

Loaded within switching district for other roads 488 



Total 13,404 

For setting at Mo. Pac. freight house and team tracks, via Ivory Ferry 1,152 

For local delivery on Mo. Pac, via Ivory Ferry 456 

For through movement on West Side, via Ivory Ferry 701 

For delivery to other roads: (L — Local, T — Through). 

East St. Louis: 

Terminal Merchants Wiggins A. & S. Direct 
Roads. L. T. L. T. L. T. L. T. L. T. Total 



A. & S 








83 

5 
322 

5 

2 

568 
1 


347 

7 

20 

8 

41 
2 

22 
1 
1 

1573 


3 

1 

6 

2 

1 

70 


554 
1007 

91 
626 
507 

2 

138 
12 

3 
12 

4 


955 

5 

43 
6 


1 

3 

667 

230 
796 


1174 
10 


955 

558 

1007 

347 

174 

627 

516 

12 

324 

1176 

25 

8 

139 

10 

725 

4 

22 

277 

815 

638 

1578 




B. & 










C. & A 










C. & E. I 

C. B. & 0.— East 
C. C. C. & St. L 
C. P. & St. L 
E. St. L. & Sub 
E. St. L. let 








I. C 

I. T. S 

L. & M 

L. & N. 






M & O 










Penn 








St. L. & O'F. 
St. L. T. & E 
Southern 










T. St. L. & W 

T. R. R. A 

Wabash — East 


deli 
igh 


very 
move 

ivery 
move 






Totals 

Total for local 


in Eas' 
iment 


1 985 2022 
t St. Louis . 


83 


2956 


1009 


1697 


1184 


9937 


2,077 


Total for throv 










7,860 


St. Louis: 

C. B. & O.— West 

I. T. S 

Mfrs 


40 

5 

44 

25 

120 

48 


To 

88 
35 


15 
90 

115 

10 
15 


448 
50 








463 

40 

95 

10 

132 

115 

60 

130 

113 




M. K. & T 

M. P.— West 

M. P.— South 

St. L.-S. F 

T. R. R. A 

Wabash — West 


del 
igh 

ver< 




Totals 

Total for local 


in St. 
:ment 


282 
Louis 


133 


245 


498 








1158 


... 527 


Total for throt 
















... 631 






















Total deli 


... 13.404 



300 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

Missouri Pacific Railroad (East Side), October, 1920. 
Total carloads, inbound and outbound 19,546 

Outbound. 

For movement beyond switching district 4,930 

For delivery within switching- district 1,212 



Total 6,142 

Loaded at Mo. Pac. freight house and team tracks, via Ivory Ferry 1,178 

Loaded locally on Mo. Pac, via Ivory Ferry 120 

Received from Mo. Pac. West Side for through movement, via Ivory Ferry 1,563 

Received from other roads: (L — Local, T — Through). 

East St. Louis : 

Terminal Merchants Wiggins A. & S. Direct 
Roads. L. T. L. T. L. T. L. T. L. T. Total 



A. & S 2 8 10 

B. & 2 _... 22 188 212 

C. & A 10 13 261 284 

C. & E. 1 8 48 56 

C. B. & 0.— East 4 2 5 117 128 

C. C. C. & St. L 6 5 65 192 268 

C. P. & St. L 62 62 

E. St. L. & Sub 60 40 100 

E. St. L. Jet 28 28 

I. C 3 1 9 20 53 503 589 



L. & M 24 14 38 

L. & N _ 270 491 1 762 

M. & 56 56 

Penn 8 1 29 21 128 333 520 

St. L. & O'F 65 65 

St. L. T. & E 60 42 102 

Southern 13 31 206 6 256 

T. St. L. & W 2 7 193 202 

T. R. R. A 1 9 205 287 13 106 621 

Wabash— East 22 77 468 566 





22 


188 






13 


261 




48 








2 


5 


117 






65 


192 

62 




40 








28 








1 


9 


20 




14 










270 


491 




1 


29 


21 


128 


42 










31 


206 






2 




7 


287 


13 


106 






77 


468 





Totals 7 76 423 463 536 2130 137 541 109 503 4925 

Total for local delivery on Mo. Pac 1,212 

Total for through movement on Mo. Pac. 3.713 

St. Louis : 

C. B. & Q.— West 210 210 

Mfgrs 74 74 

T. R. R. A 15 80 95 

Wabash— West 10 10 



Totals 15 80 294 389 

Total for local delivery on Mo. Pac 

Total for through movement on Mo. Pac 389 



8,175 
Delivered to Mo. Pac. (West Side) for through movement- 2,033 



Total received _ _ 6,142 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 301 

Missouri Pacific Railroad (West Side), October, 1920. 

Total carloads, inbound and outbound 33,971 

Inbound. 

Loaded beyond switching district 10,441 

Loaded within switching district for other roads 2,514 



Total 12,955 

For setting at Mo. Pac. Freight Houses and Team Tracks 1,198 

For local delivery on Mo. Pac _. ... 591 

For through movement on East Side — via Ivory Ferry 236 

For delivery to other roads: (L — Local, T — Through). 
St. Louis: 

Terminal Merchants Wiggins A. & S. Direct 
Roads. L. T. L. T. L. ' T. L. T. L. T. Total 



C. B. & O.— West 44 7 313 248 612 

C. R. I. & P 3 39 6 48 

I. T. S 17 1 39 57 

L. & N.— House 7 7 



Mfgrs 2 3 55 60 

M. K. & T 11 34 37 82 

St. L.-S. F 1 5 1 Ill 247 365 

T. R. R. A 181 480 884 1545 

Wabash— West 1 1 1 585 442 1030 

River 10 10 



7 


313 


39 




17 


1 







34 




5 






884 



Totals 181 549 102 1202 342 751 689 3816 

Total for local delivery in St. Louis _ 2,683 

Total for through movement 1,133 

East St. Louis: 

A. & S 24 16 40 

B. & 57 380 4 120 561 

C. & A 11 99 65 175 

C. & E. 1 128 60 188 

C. B. & Q.— East 60 398 458 

C. C. C. & St. L 665 6 44 715 

C. P. & St. L 58 40 98 



16 




4 


120 




65 




60 


60 


398 


6 


44 




40 


3 


125 


8 


62 




8 



E. St. L. Tct 785 785 

I. C 30 380 3 125 538 

I. T. S 8 8 

L. & M 13 65 78 

L. & N 75 185 8 62 330 

M. & 50 95 8 153 

Penn 100 632 12 60 804 

St. L. & O'F 8 8 16 

St. L. S. W 4 40 44 

St. L. T. & E 20 15 35 

Southern 30 234 8 50 332 

T. St. L. & W 35 615 120 770 

T. R. R. A 156 165 321 

Wabash— East 5 483 4 183 675 



Totals 1371 4047 298 1398 7114 

Total for local delivery in East St. Louis 1,669 

Total for through movement 5,445 



Total delivered 12,955 



302 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

Missouri Pacific Railroad (West Side), October, 1920. 
Total carloads, inbound and outbound 33,971 

Outbound. 

For movement beyond switching district 13,668 

For delivery within switching district _ 7,348 



Total 21,016 

Loaded at Mo. Pac. Freight House and Team Track 1,964 

Loaded locally on Mo. Pac 196 

Received from Mo. Pac. — East Side _ _ 2,734 

Passing through district over Mo. Pac 4,550 

Received from other roads: (L — Local, T — Through). 

St. Louis: 

Terminal Merchants Wiggins A. & S. Direct 
Roads. L. T. L. T. L. T. L. T. L. T. Total 



C. B. & Q._ West 91 3 376 105 575 

C. R. I. & P 55 6 49 1 Ill 

Mfgrs 4 1 117 122 

M. K. & T 33 35 68 

St. L.-S. F 2 704 177 883 

T. R. R. A 43 73 216 107 134 106 679 

Wabash— West 1 1 269 168 439 



Totals 43 73 397 151 564 214 973 462 2877 

Total for local delivery on Mo. Pac 1,977 

Total for through movement on Mo. Pac 900 

East St. Louis: 

B. & 167 235 6 254 662 

C. & A 105 44 152 301 

C. & E. I 49 120 169 

C. B. & Q.— East 70 23 20 113 

C. C. C. & St. L :- 162 419 122 703 

C. P. & St. L 15 53 14 82 

E. St. L. & S 215 10 225 

E. St. L. Tct 693 693 

I. C 150 65 175 12 402 

L. & M 280 130 190 600 

L. & N 175 100 320 595 

M. P.— Dupo 44 88 115 247 

M. & O _ 62 6 51 8 127 

Penn _ 323 337 284 944 

St. L. & O'F 245 30 275 

St. L. S. W 55 25 80 

St. L. T. & E 165 35 60 200 

Southern 150 153 5 308 

T. St. L. & W 12 15 40 210 95 372 

T. R. R. A 425 140 35 107 65 41 813 

Wabash— East 220 244 260 724 



Totals 2036 2527 1133 736 2202 61 8695 

Total for local delivery on Mo. Pac: 5,361 

Total for through movement on Mo. Pac 3,324 



Total received 21,016 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



303 



Mobile & Ohio Railroad, October, 1920. 

Total carloads, inbound and outbound 8,778 

Inbound. 

Loaded beyond switching district 4,708 

Loaded within switching district for other roads — 9 



Total 



4,717 



For setting at M. & O. Freight House.. 
For local delivery on M. & O 



For delivery to other roads: (L — Local, T — Through). 
East St. Louis: 



Roads. 



Terminal Merchants Wiggins 
L. T. L. T. L. T. 



A. & S. Direct 

L. T. L. T. Total 



388 




A. & S 






336 


51 
2 

25 
3 

1 
1 

1 


1 

1 
2 

1 
2 

2 

1 
6 
1 


71 
344 

264 
116 
204 

216 

6 

1 

270 

10 

161 
221 


5 

13 
20 

2 


16 

6 

13 

13 
16 

66 

1 

1 
1 


547 
56 


1 
202 


5 

88 

345 

7i 

269 

118 

210 

1 

547 

30 

232 

16 

24 

57 

350 

30 

1 

6 

203 

163 

424 

223 




B. & O 








C. & A. 




1 




C. & E. I 

C. B. & 0.— East 

C. C. C. & St. L 

C. P. & St. L 




22 

2 

1 

1 3 




E. St. L. & Sub 

E. St. L. Jet 

I. T. S 






I. C 

L. & M 

L. & N 








M. P.— Dupo 
Penn. 








St. L. S. W 

St. L. & O'F. 
St. L. T. & E 
Southern 




3 




T. St. L. & W 

T. R. R. A _ 

Wabash — East 


deli 
fh m 


82 




Totals 

Total for local 


83 32 

very in East 
ovement 


336 84 
St. Louis.... 

20 
10 

90 

28 44 


17 


1884 


40 


133 


603 


203 


3415 


.. 1,079 


Total for throuj 






. 2,336 


St. Louis: 

C. B. & O.— West 

C. R. I. & P 

Mfgrs 

M. K. & T 


50 

51 

20 
65 


240 

8 
80 










240 
20 
50 
10 
68 
59 
40 
210 
317 




M. P.— West 




62 6 

40 

100 




M. P.— South 

St. L.-S. F 

T. R. R. A 

Wabash — West 


deli 
ugh 

;red 




Totals 

Total for local 


162 46 

\ r ery in St. Lc 
movement... 


118 
mis 


74 


186 


328 










914 


466 


Total for thro 




















448 








- 


















Total delivi 


... 4.717 



304 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 
Mobile & Ohio Railroad, October, 1920. 



Total carloads, inbound and outbound.. 



Outbound. 

For movement beyond switching- district 

For delivery within switching district _ 



8778 



3,977 
84 



Total 4,061 



Loaded at M. & O. Freight House- 
Loaded locally on M. & O 



Received from other roads: (L — Local, T — Through). 

East St. Louis : 

Terminal Merchants Wiggins A. & S. 



Roads. 



L. T. L. T. L. T. L. T. 



Direct 
L. T. Total 



738 




R 


& o 








28 

1 

7 
2 


4 


4 

9 

51 


1 

1 
1 

1 

1 

4 


29 
196 

200 

29 

44 

9 

15 
3 

82 

1 
36 
77 


2 .. 


325 

10 

795 


30 

196 

4 

229 

30 

44 

10 

325 

15 

3 

10 

83 

9 

795 

3 

99 

83 




C. 
C. 

c. 
c. 
c. 

E. 

F 


& A 

& E. I 

B. & O.— East .. 

C. C. & St. L 

P. & St. L 

St. L. & Sub. 
St. L. Tct 








T 


C 

& N. 








L. 








M. P.— Dupo 

Perm. 










St 


. L.-T. & E 








So 
T. 
T. 
W 


uthern 

St. L. & AV 

R. R. A 

abash — East 

Totals 








38 

on M. & 
;ment on 

50 95 

62 

95 

10 


4 
O 


64 


9 


721 


2 .. 


1130 


1968 






Total for local del 
Total for through 

St. Louis: 

B. & 0.— West 

R. I. & P 

PTS 


ivery 
move 


13 




M. & O. 

16 
303 . 

10 . 

85 . 

5 240 . 












1,955 


C. 
C. 

Mi 




173 
43 

8 

55 
105 






189 

303 

43 

10 

145 

8 

62 

235 

360 


i 


M. 

M 


K. & T 

P.— West 








AT 


P.— South 




St 


L.-S. F 








T. 
W; 


R. R. A 

abash — West 

Totals 

Total for local delivery 
Total for through move 

Total received 






50 262 

on M. & 
:ment on 


21 
O. 


638 




384 






1355 


71 




M. & 


O 












.... 1,284 




















.... 4.061 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



305 



Pennsylvania Railroad, October, 1920. 
Total carloads, inbound and outbound 13,753 



Inbound. 

Loaded beyond switching - district 5,984 

Loaded within switching- district for other roads 869 



Total 6,853 

For setting at Penn. E. St. Louis Freight House 1,153 

For local delivery on Penn _ 20 



For delivery to other roads: (L — Local, T — Through). 

East St. Louis : 

Terminal Merchants Wiggins A. & S. 



Roads. 

A. & S 

B. & O 

C. & A 

C. B. & Q.— East 
C. C. C. & St. L. 

C. & E. I - 

C. P. & St. L 

E. St. L. Sub 

E. St. L. Tct 

I. C 

I. T. S 

L. & M 

L. & N 

M. & O 

M. P.— Dupo 

St. L. & O'F 

St. L. S. W 

Southern 

T. R.„R. A 

Wabash — East 



L. T. 



L. T. L. T. 



Direct 
L. T. Total 



24 



146 





17 


3 




1 


85 
11 

1 


4 




30 




1 


22 


2 






1 








1 


22 




29 


20 




122 


19 



128 
1 



10 



81 
333 

386 



103 



26 45 



20 

86 

11 

2 

4 

31 

2 

103 

33 

3 

1 

23 

81 

518 

2 

387 

71 

292 

19 



Totals 24 10 151 

Total for local delivery in East St. Louis.. 
Total for through movement 



7 171 213 129 810 129 45 1689 



604 
1,085 



St. Louis : 

C. B. & Q.— West 

C. R. I. & P 

L. & N.— rise 

M. K. & T.: 

Mo. P 323 

Penn. — Hse 

St. L.-S. F 180 

St. L. S. W.— Hse 

T. R. R. A 338 

Wabash— West 77 



14 


15 


21 


109 


15 




146 


393 


337 


284 


436 




411 






15 


320 


253 



23 



55 



31 195 



84 
130 

15 
539 
944 
436 
591 

15 
911 
326 



Totals 918 748 975 502 598 250 

Total for local delivery in St. Louis...- 

Total for through movement _ _ 



3991 



2.491 
1,500 



Total delivered _ _ _ _ _ 6,853 



306 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



Pennsylvania Railroad, October, 1920. 
Total carloads, inbound and outbound _ 



13,753 



Outbound. 

For movement beyond switching- district 6,128 

For delivery within switching district 772 



Total 6,900 

Loaded at Penn. E. St. Louis Freight House 487 

Loaded locally on Penn _ 7 

Received from other roads: (L — Local, T — Through). 

East St. Louis: 

Terminal Merchants Wiggins A. & S. Direct 
■ Roads. L. T. L. T. L. T. L. T. .. L. T. Total 



A. & S 

B. & O 

C. & A 

C. B. & Q.— East 
C. C. C. & St. L.. 

C. P. & St. L 

E. St. L. & Sub. 

E. St. L. j'ct 

I. C 

L. & M 

L. & N 

M. & O 

M. P.— Dupo 

St. L. S. W 

Southern 

T. R. R. A 

T. St. L. & W 

Totals 



30 

T 
2 



1 

41 

4 



105 
6 
4 



91 180 



1 
79 
90 

3 

17 
12 

34 

9 

270 
12 

4 

162 
1 



13 66 

5 667 
17 324 



127 



5 
1 

184 

103 

9 

17 

42 

636 636 

47 

6 
9 

350 

725 

_ 349 

34 161 

440 

1 



15 124 230 126 694 35 1062 127 670 3085 



Total for local delivery on Penn 

Total for through delivery on Penn. 

St. Louis: 



C. B. & Q.— West 
C. R. I. & P 



414 

2,671 



Mfgrs 

M. K. & T. 

Mo. Pac 

Penn. — Hse. 
St. L.-S. F. 
T. R. R. A. 



50 



100 632 



82 



470 
120 





30 


245 




440 






12 


206 





59 275 



45 



50 



60 



75 



Wabash— West 35 



225 25 85 



75 
295 

50 
440 
804 
206 
552 
529 
370 



Totals 182 1257 109 1391 67 315 

Total for local delivery on Penn __. 

Total for through delivery on Penn 

Total received...- '. _ 



3321 



358 
2,963 



6,900 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



307 



St. Louis & O'Fallon Railroad, October, 1920. 

Total carloads, inbound and outbound 2,017 

Inbound. 

Loaded beyond switching district _ 1,946 

Loaded within switching: district for other roads 



Total _ 1,946 



For delivery to other roads: (L — Local, T — Through). 

East St. Louis : 

Terminal Merchants Wiggins A. & S. 
Roads. L. T. L. T. L. T. L, T. 



A. & S 

M. P.— Dupo 

Southern 

T. R. R. A 



Totals 



Direct 
L. T. Total 



65 
21 



Total for local delivery in East St. Louis. 
Total for through movement __.. 



340 



340 



66 



66 



340 
67 
66 
21 



494 



492 
2 



St. Louis: 

C. R. I. & P 

Mfgrs 

M. P.— West 

M. P.— South 

St. L.-S. F 

T. R. R. A 

Wabash — West 

Totals 



275 



175 30 



95 

287 
225 



85 



210 



70 



782 390 280 



275 
210 
205 
70 
95 
287 
310 



1452 



Total for local delivery in St. Louis.. 
Total for through movement 



Total delivered 



1,062 
390 

1,946 



No tabulation made of outbound carloads on account of small number. Outbound move- 
ment consists almost entirely of empty coal cars. 



308 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

St. Louis-San Francisco Railway, October, 1920. 
Total carloads, inbound and outbound 1 7,374 

Inbound. 

Loaded beyond switching district 8,841 

Loaded within switching district for other roads _ 295 



Total inbound _ 9,136 

For setting at St. L.-S. F. Freight House 474 

For local delivery on St. L.-S. F 65 

For delivery to other roads: (L — Local, T — Through). 

St. Louis : 

Terminal Merchants Wiggins Direct 
Roads. L. T. L. T. L. T. L. T. Total 



C. B. & Q._ West 112 358 470 

C. R. I. & P 1 42 43 

I. T. S 2 113 115 

M. K. & T 23 23 

M. P.— West 2 300 302 

M. P.— South 404 177 581 

T. R. R. A 102 637 739 

Wabash— West 41 15 197 109 362 



Totals : :.:. 102 795 551 901 286 2635 

Total for local delivery in St. Louis - - 1,798 

Total for through movement 837 

East St. Louis: 

A. & S - 89 89 

B. & 170 170 

C. & A 53 351 404 

C. B. & Q.— East 9 9 

C. & E. I - 1276 1276 

C. C. C. & St. L 4 457 461 

C. P. & St. L 171 171 

E. St. L. Tct 906 906 

I. C 282 282 

I. T. S 6 6 12 

L. & N 44 58 102 

M. & 62 : 62 

Penn 82 470 552 

St. L. & O'F 3 3 

St. L. S. W 8 8 

St. L.T. & W _ 19 .' 19 

Southern 32 102 _ 134 

T. St. L. & W 602 602 

T. R. R. A 121 331 452 

Wabash— East 12 236 248 



Totals 1257 2997 426 6 1276 5962 

Total for local delivery in East St. Louis.... — 1,683 

Total for through movement _ 4,279 



Total delivered _ _ _ 9,136 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 309 

St. Louis-San Francisco Railway, October, 1920. 
Total carloads, inbound and outbound - - - - 17,374 

Outbound. 

For movement beyond switching district 6,114 

For delivery within switching district _ - 2,124 



Total . < 8,238 

Loaded at St. L.-S. F. Freight House 1,282 

Loaded locally on St. L.-S. F - - 196 

Received from other roads: (L — Local, T — Through). 

St. Louis : 

Terminal Merchants Wiggins Direct 
Roads. L. T. L. T. L. f. L. T. Total 

C. B. & O.— West 44 194 238 

C. R. I. & P _ 37 19 56 

Mfgrs 2 55 57 

M. K. & T.._ 3 3 6 

M. P.— West 1 5 52 61 119 

M. P.— South 1 59 186 246 

T. R. R. A 13 153 17 80 29 12 304 

Wabash— West - 21 39 89 203 352 



Totals 13 153 123 340 31 68 200 450 1378 

Total for local delivery on St. L-S. F. _ 367 

Total for through movement on St. L.-S. F 1,011 

East St. Louis: 

B. & 47 255 20 3 5 330 • ■ 

C. & A 69 80 149 

C. B. & Q.— East 5 35 40 

C. & E. I _ 276 665 941 

C. C. C. & St. L 110 180 290 

C. P. & St. L 81 61 1 143 

E. St. L. & Sub 270 260 530 

E. St. L. Jet 94 94 

I. C 65 120 185 

L.&M 25 5 30 

L. & N 35 225 260 

M. P.— Dupo _ _ 25 35 60 

M: & O 40 40 

Penn 180 411 591 

St. L. & O'F 95 95 

St. L.-T. & E 258 146 404 

Southern 56 424 480 

T. St. L. & W 10 5 215 230 

T. R. R. A 75 20 135 5 _ 235 

Wabash— East 110 145 255 



Totals 768 2150 713 800 10 276 665 5382 

Total for local delivery on St. L.-S. F 1,757 

Total for through movement on St. L.-S. F. 3,625 



Total received _ _..._ _ 8,238 



310 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



St. Louis Southwestern Railway, October, 1920. 
Total carloads, inbound and outbound _ : .'. 



Inbound. 

Loaded beyond switching district 

Loaded within switching district for other roads 



Total 



8,164 



4,538 


4,538 



For setting at St. L. S. W. Freight House.. 
For local delivery on St. L. S. W _. 



For delivery to other roads: (L — Local, T — Through). 



East St. Louis : 

Roads. 



Terminal Merchants Wiggins A. & S. 
L. T. L. T. L. T. L. T. 



Direct 
L. T. Total 



A. & S 

B. & O _ ___ 

C. & A _.. 

C. & E. I _ - 

C. B. & Q— Fast 

C. C. C. & St. L 

C. P. & St. L - 

E. St. L. Sub 1 

E. St. L. Jet 1 

I. C - 

I. T. S - 

L. & M 

L. & N 

Penn 

Southern 

T. St. L. & W 

T. R. R. A 8 

Wabash — East 



55 



128 



168 




31 






172 


318 






2 




77 
261 


1 


I 


169 


2 






1 






1 




23 


4 




4 


1 




3 


1 


237 


2 


261 




5 



283 



32 



17 324 

61 

...._.. 325 



979 



283 
232 
172 
319 

79 

261 

171 

1 

56 

979 

2 

1 

24 
349 

65 
328 
373 
266 



Totals 10 



1 184 760 238 747 300 742 979 3961 



120 





Total for local delivery in E. St. Louis.. 
Total for through movement 



732 
3,229 



St. Louis : 

C. B. & Q.— West. 

C. R. I. & P 

Mfgrs 



M. P.— West 

M. P.— South .... 

T. R. R. A 

Wabash — West 

Totals 



16 

5 

"55 

"85 

25 



186 



Total for local delivery in St. Louis.. 
Total for through movement 



90 



25 



120 



36 



136 
5 
90 
55 
25 
85 
61 



115 156 



457 



301 

156 



Total received - 4,538 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 311 

St. Louis Southwestern Railway, October, 1920. 
Total carloads, inbound and outbound ^ 8,164 

Outbound. 

For movement beyond switching district 3,500 

For delivery within switching district _ _ 126 



Total _.... 3,626 

Loaded at St. L. S. W. Freight House _ 818 

Loaded locally on St. L. S. W 

Received from other roads: (L — Local, T- — Through). 

East St. Louis: 

Terminal Merchants Wiggins A. & S. Direct 
Roads. L. T. L. T. L. T. L. T. L. T. Total 

B. & O 1 1 130 2 2 136 

C. & A 6 -._ 248 254 

C. & E. 1 39 39 

C. B. & Q.— East 2 1 108 Ill 

C. C. C. & St. L 141 _ 144 

C. P. & St. L 2 2 

E. St. L. & Sub 4 14 18 

E. St. L. Tct 34 34 



I. C 3 _._ 1 95 99 

L. & N 2 55 57 

Penn 1 __ 1 386 388 

M. & 10 20 30 

S. L.-T. & E 3 3 

Southern __ 1 61 11 73 

T. St. L. & W 1 365 366 

T. R. R. A 1 32 85 9 127 

Wabash— East 12 12 293 317 



1 


1 


130 







248 


39 








1 


108 

141 

2 


34 






— 


2 


55 
10 


3 






1 




61 


1 






85 




9 




12 


293 



Totals 1 59 4 164 16 1057 37 764 1 95 2198 

Total for local delivery on St. L. S. W 59 

Total for through movement on St. L. S. W __ 2,139 



i s 



St. Louis : 

C. B. & 0.— West 5 24 43 72 

Mfgrs — 34 34 

M. P.— South 4 40 44 

St. L.-S. F 8 8 

T. R. R. A 145 186 15 29 375 

Wabash— West 12 3 22 40 77 



Totals 165 8 232 59 146 610 

Total for local delivery on St. L. S. W - 67 

Total for through movement on St. L. S. W 543 

Total received _ _ _ - 3,626 



312 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

St. Louis, Troy & Eastern Railroad, October, 1920. 
Total carloads, inbound and outbound _... _ „ ...... 3,363 

Inbound. 

Loaded beyond switching district 3,201 

Loaded within switching district for other roads _ 



Total 3,201 

For delivery to other roads: (L — Local, T — Through). 

East St. Louis: 

Terminal Merchants Wiggins A. & S. Direct 
Roads. L. T. L. T. L. T. L. T. L. T. Total 



A. & S 








3 




3 




B. & O - 




15 








15 




C. & A _ 




92 








92 




C. B. & Q.— East 




11 








11 




C. & E. I 




4 








4 




C. C. C. & St. L 




3 








3 




E. St. L. j'ct 










381 ... 


381 




I. C _ 




16 








16 




I. T. S 


1 


1 








2 




L. & N __ 




5 








5 




M. P.— Dupo 


60 


42 








102 




M. & O 




9 








9 




St. L. S. W 




3 








3 




Southern 










.... 51 ... 


51 




T. R. R. A 


299 










299 




Wabash — East 




2 








2 




Totals 


360 


203 




3 .... 


431 ... 


997 




Total for local delivery in East 
Total for through movement 


St. L 


ouis... 










794 












203 


St. Louis: 
















C. B. & Q.— West 




125 








125 




C. R. I. & P 


15 


15 








30 




Manufacturers 






60 






60 




M. K. & T 




610 








610 




M. P.— West 


165 


35 








200 




M. P.— South 






60 






60 




St. L.-S. F 


258 


146 








404 




T. R. R. A 


430 










430 




Wabash — West 


225 


60 








285 




Totals 


1093 


991 


120 






2204 




Total for local delivery in St. Lo 
Total for through movement 


uis 












. 1,213 














991 


















Total delivered 


. 3.201 



No tabulation made of outbound carloads on account of small number. Outbound move' 
ment consists almost entirely of empty coal cars. 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



313 



Southern Railway, October, 1920. 
Total carloads, inbound and outbound 12,516 

Inbound. 

Loaded beyond switching district 6,766 

Loaded within switching: district for other roads 973 



Total 7,739 

For setting at Southern freight house and team tracks 

For local delivery on Southern 



For delivery to other roads: (L — Local, T — Through). 
East St. Louis: 



-East. 



Roads. 

A. & S 

B. & O 

C. & A 

C. B. & 0. 

C. & E. I 

C. C. C. & St. L- 

C. P. & St. L 

E. St. L. & Sub 

E. St. L. Jet 

I. C 

I. T. S 

L. & M 

M. P.— Dupo 

M. & O 

Pennsylvania 

St. L. & O'F 

St. L.-S. W 

St. L.-T. & E 

T. R. R. A 

Wabash — East 



Terminal Merchants Wiggins 
L. T. L. T. L. T. 



A. & S. 
L. T. 



Direct 
L. T. Total 



13 



13 



288 



27 



305 



4 15 



31 206 



46 



61 



7 17 

1 822 

10 820 



305 

24 

824 

849 

27 





1 


230 


232 
2 




94 




103 






45 


45 






24 


25 
3 


37 






293 






795 


795 




127 


34 


162 


11 






72 






9 


9 
347 



55 427 482 



443 
489 



Totals 15 14 290 30 90 283 311 48 295 3223 4599 

Total for local delivery in East St. Louis 1,001 

Total for through movement 3,598 



St. Louis : 

C. B. & Q.— West 

C. R. I. & P 

Manufacturers 

M. K. & T 

M. P.— West 150 153 

M. P.— South 

St. L.-S. F 56 424 

T. R. R. A 164 

Wabash— West 40 

L. & N. House 



45 295 



190 



45 



65 28 



120 



80 

120 220 



93 

340 
120 
45 
303 
5 
480 
434 
380 



Totals 410 577 248 340 385 248 

Total for local delivery in St. Louis 

Total for throusrh movement _ 



2208 



1,043 
1,165 



Total delivered 



7,739 



314 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



Southern Railway, October, 1920. 

Total carloads, inbound and outbound 12,516 

Outbound. 

For movement beyond switching district 3,569 

For delivery within switching district 1,208 



Total - _ 

Loaded at Southern Freight House 

Loaded locally on Southern 

Interchange between other roads via the Southern 

Received from other roads: (L — Local, T — Through). 

East St. Louis: 

Terminal Merchants Wiggins 
Roads. L. T. L. T. L. T. 



4,777 



A. & S. 
L. T. 



Direct 
L. T. Total 



A. & S 

B. & O 

C. & A 6 

C. B. & Q.— East 1 

C. & E. I 

C. C. C. & St. L 

C. P. & St. L 

E. St. L. & Sub 

E. St. L. Jet 

I. C 

I. T. S 

L. & M 

L. & N 1 

M. P.— Dupo 

M. & O 

Perm 

St. L. & O'F 

St. L. S. W 

St. L. T. & E 

T. St. L. & W 

T. R. R. A 5 

Wabash — East 



2 
15 



12 



14 129 



3 43 230 



143 

9 12 21 

67 209 284 

30 267 320 

13 

9 28 

50 183 

_.. 125 

235 235 

26 249 

8 

7 

3 61 

277 



19 
133 
114 

223 



57 



1 15 49 18 18 



1 202 203 

.... 26 45 72 



61 



66 

"51 
27 



53 



66 
65 
51 
27 
106 
53 



Totals 13 18 27 59 23 38 57 421 830 1111 2597 



Total for local delivery on Southern 

Total for through movement on Southern . 

St. Louis : 

C. B. & Q.— West 19 

C. R. I. & P 35 

Mfrs 

M. K. & T 14 

M. P.— West 30 224 

M. P.— South 2 

St. L.-S. F 32 102 

T. R. R. A 100 13 55 25 45 



465 

430 

25 



950 
1,647 



5 


10 


95 


50 




25 


30 






2 


8 


50 



Wabash— West 



4 150 45 90 



129 

85 

25 

44 

254 

62 

134 

238 

289 



Totals 62 430 83 292 88 305 



1260 



Total for local delivery on Southern 

Total for through movement on Southern. 

Total received - — 



233 
1,027 

4,777 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



31? 



Toledo, St. Louis & Western Railway, October, 1920. 

Total carloads, inbound and outbound 7.574 



Inbound. 

Loaded beyond switching district 

Loaded within switching: district for other roads 



2.894 
9 



Total 2.903 

For setting at T. St. L. & W. Freight House _ 

For local delivery on T. St. L. & W 



For delivery to other roads: (L — Local, T — Through). 

East St. Louis: 

Terminal Merchants Wiggins A. & S. 



Roads. 



L. T. L. T. L. T. L. 



T. 



Direct 
L. T. Total 



400 




A. & S 
















63 








63 




B. & O 














1 


2 


1 






4 




C. & A 






1 
















92 


93 




C. B. & O.— East 








2 




1 


16 








1 


20 




C. C. C. & St. L 














1 










1 




C. P. & St. L 






















4 


4 




E. St. L. & Sub 








3 
















3 




F. St. L. Jet 




















48 




48 




I. C 












1 


2 




8 






11 




L. & N. 








1 




2 
2 




2 

7 


4 
193 






9 
202 




M. P.— Dupo 






M. & O 














1 




2 






3 




Penn 














1 










1 




St. L.-S. W 


















365 






366 




Southern 




















27 




27 




T. R. R. A 




1 .. 




66 




61 












128 




Totals 


1 

in Eaj 
ement 


1 

it St 


72 1 
. Louis 


67 


22 


74 


573 


75 


97 


983 




Total for local deli 


very 
mov 


.... 289 


Total for through 








694 


St. Louis: 
























C. R. I. & P 








15 


55 














70 




Mfrs 












23 












23 




M. K. & T. 








15 
26 


208 














223 

26 




L. & N.— Hse 








M. P.— West 




12 


15 


40 


210 














277 




M. P.— South 












95 












95 




St. L.-S. F 




10 


5 




215 














230 




T. R. R. A 




180 .. 




186 




85 












451 




Wabash — West 




65 .. 




45 


15 














125 




Totals 


267 


20 


327 


703 


203 












1,520 




Total for local del 


ivery 
mov 

d 


in St. 


Louis 


















.... 797 


Total for through 


ement 






















. 723 


























Total delivere 


... 2,903 



316 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



Toledo, St. Louis & Western Railway, October, 1920. 

Total carloads, inbound and outbound 



7,574 



Outbound. 

For movement beyond switching district 4,623 

For delivery within switching district _ 48 



Total 4,671 

Loaded at T. St. L. & W. freight house __._ 134 

Loaded locally on T. St. L. & W....C - 10 

Received from other roads: (L — Local, T — Through). 
East St. Louis: 



Roads. 

A. & S 

C. & A 

C. B. & Q.— East. 
C. C. C. & St. L... 

C. P. & St. L 

E. St. L. & Sub 

E. St. L. j'ct 

I. C 

L. & N 

M. P.— Dupo 

M. & O 

Penn 

St. L.-S. W 

T. R. R. A 

Wabash — East 



Terminal Merchants Wiggins A. & S. Direct 
L. T. L. T. L. T. L. T. L. T. Total 



12 



1 

86 



67 
1 



1 



.... 31 

.... 14 

.... 12 

1 161 

1 

2 

.... 74 

2 



215 



6 796 
1 



325 



40 



215 
42 
68 

1 
7 7 

1 
284 284 

33 

14 

815 

163 

2 

328 

176 

2 



Totals 



16 



1 366 6 1337 



2 331 2151 



Total for local delivery on T. St. L. & W 

Total for through movement on T. St. L. & W. 



13 
2,138 



St. Louis : 

C. R. I. & P 

Mfrs 

M. K. & T 

M. P.— West 

M. P.— South 

St. L.-S. F 

T. R. R. A 

Wabash— West 



35 615 



602 
95 
10 



Totals 35 1322 



85 
555 


20 




120 


138 
41 


60 


819 


.... 200 



85 
20 
555 
650 
120 
602 
293 
51 



2376 



Total for local delivery on T. St. L. & W 

Total for through movement on T. St. L. &W 




Total received 4,671 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



317 



Wabash Railway (East), October, 1920. 

Total carloads, inbound and outbound 12,460 



Inbound. 

Loaded beyond switching district 

Loaded within switching- district for other roads 



6,648 
18 



Total 6,666 

For setting at Wabash freight house _ _ 454 

For local delivery on Wabash _ _ 



For delivery to other roads: (L — Local, T — Through). 

East St. Louis: 

Terminal Merchants Wiggins A. & S. 
Roads. L. T. L. T. L. T. L. T. 



Direct 
L. T. 



A. & 

B. & 



C. 
C. 
C. 
C. 



& 
B. 
C. 
P. 



E. St. 
E. St. 
I. C. . 
L. & 
M. P, 
M. & 
Penn. 
St. L.- 
St. L. 
St. L. 
South 
T. St. 
T. R. 



S 

O 

A 

& Q.— East. 
C. & St. L... 
& St. L 

L. & Sub 

L. Jet 



N 1 

— Dupo 22 

2 



s. w 

T. & E. 
& O'F. 



12 



ern 

L. & W. 
R. A 



26 



1 



204 



3 


9 




1 




• 5 




12 


2 


6 


2 






145 


1 


47 


86 


466 


4 


77 


7 


1 


12 


293 


1 






2 


19 





Totals 26 37 213 

Total for local delivery in East St. Louis.. 
Total for through movement 



1 136 1064 



190 



Total 



53 



1 

12 

1 

5 

13 

8 

6 

190 

145 

49 

575 

83 

8 

317 

1 

2 

53 

2 

249 



190 53 1720 



565 
1,155 



St. Louis: 

C. B. & 0.— West 

C. R. I. & P 

Mfrs 

M. K. & T 

M. P.— West 185 244 

M. P.— South 

St. L.-S. F 105 145 

St. L.-S. W.— House 

T. R. R. A 429 

Wabash— West 300 



25 



65 580 



320 



60 
60 



260 

30 
90 
29 



60 

25 

60 

645 

429 

260 

250 

30 

839 

815 750 1 894 



Totals 1019 389 385 605 529 

Total for local delivery in St. Louis 

Total for through movement 



815 750 4492 



2.748 
1,744 



Total delivered - _ _ _ 6,6<l6 



318 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 



Wabash Railway (East), October, 1920. 
Total carloads, inbound and outbound 



12,460 



Outbound. 

For movement beyond switching district 5,696 

For delivery within switching district 98 



Total 5,794 

Loaded at Wabash freight house „ 329 

Loaded locally on Wabash _ _ 

Received from other roads: (L — Local, T — Through). 

East St. Louis: 

Terminal Merchants Wiggins Direct 



Roads. 

B. & O 

C. & A 












L. 


T. 
2 

1 

1 
1 

5 


L. 
13 


T. L 
324 

22 

2 
1573 

261 

2 

251 _... 


,. T. 

5 
2 

1 101 

84 

4 

1 221 

19 

5 

.... 34 


L. 
1 

55 


T. 
9 

128 
427 


Total 

326 

10 

5 

3 

22 

128 

103 

2 

85 

1577 

222 

19 

266 

2 

482 

303 




C. B. & Q.— East 

C. C. C. & St. L 
















E. St. L. & Sub 

E. St. L Tct 

I. C 

L. & M 








L. & N 










M. P.— Dupo 

M. & O _ 

Penn. 












St. L. S. W 












St. L. T. & E 










Southern 










sh 






T. R. R. A 










Totals 


r aba 


10 
sh 


13 


2435 


2 475 


56 


564 3555 




Total for local deli 


very 
mov< 


on 


Waba 
snt on 


71 


Total for through 

St. Louis: 

C. R. I. & P 

Mfrs 












20 
60 
150 
488 
248 
602 
342 


.. 3,484 


483 
236 
140 
195 


10 


10 

150 

377 
147 .... 


60 

85 








M. K. & T 










M. P.— West 

St. L.-S. F 












5 
12 




T. R. R. A 

Wabash — West 












Totals _ 


17 


1054 


10 


684 


145 






1910 




Total for local deli 


very on Wabash 
movement on "W 


27 


Total for through 


r abash 














1,883 












Total received 


5.794 



DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 319 

Wabash Railway (West), October, 1920. 

Total carloads, inbound and outbound - _ 17,760 

Inbound. 

Loaded beyond switching district _ 6,925 

Loaded within switching district for other roads 552 



Total - 7,477 

For setting at Wabash freight house and teamtracks 1,649 

For local delivery on Wabash 522 

For delivery to other roads: (L — Local, T — Through). 

St. Louis : 

Terminal Merchants Wiggins Direct 
Roads. L. T. L. T. L. T. L. T. Total 



C. B. & Q.— West 2 6 103 6 117 

C. R. I. & P 1 9 30 7 47 

L. & N.— Hse 2 .._ 2 

Mfrs 82 82 

M. K. & T 3 29 32 

M. P.— South 1 1 269 168 439 

St. L.-S. F 21 39 89 203 352 

T. R. R. A 90 431 128 649 

River 3 3 



Totals 90 460 83 211 4 491 384 1723 

Total for local delivery in St. Louis 1,252 

Total for through movement _ 471 

East St. Louis: 

B. & 5 5 105 55 170 

C. & A 3 4 50 57 

C. & E. 1 12 30 42 

C. C. C. & St. L 25 180 90 295 

C. P. & St. L 25 25 

E. St. L. Jet 593 110 703 

I. C 30 5 320 355 

L. & N 5 175 77 257 

M. & O _... 10 5 240 105 360 

M. P.— Dupo 10 10 

Penn 35 225 25 85 370 

St. L. S. W 12 3 22 37 

Southern 4 150 45 90 289 

T. St. L. & W 10 41 51 

T. R. R. A 125 95 _ 220 

Wabash— East 195 147 342 



Totals 3 342 741 1660 165 672 3583 

Total for local delivery in East St. Louis 909 

Total for through movement _ ..„ 2,674 



Total delivered „ _ 7,477 



320 DISTRIBUTION OF CARLOAD FREIGHT— OCTOBER, 1920 

Wabash Railway (West), October, 1920. 

Total carloads, inbound and outbound 17,760 

Outbound. 

For movement beyond switching district 5,008 

For delivery within switching- district 5,275 

Total 10,283 

Loaded at Wabash freight house and team tracks - 1,213 

Loaded locally on Wabash _ 611 

Received from other roads: (L — Local, T — Through). 

St. Louis: 

Terminal Merchants Wiggins Direct 
Roads. L. T. L. T. L. T. L. T. Total 

C. B. & O.— West _ 101 2 74 20 197 

C. R. I. & P 17 2 151 170 

Mfrs 5 78 83 

M. K. & T 21 10 31 



M. P.— West _. 1 290 221 512 

M. P.— South 1 295 221 517 

St. L.-S. F 41 15 197 109 362 

T. R. R. A 10 92 49 45 66 48 310 



2 






2 








5 


78 


10 




1 


15 







Totals - 10 92 230 74 71 127 1007 571 2182 

Total for local delivery on Wabash 1,318 

Total for through movement on Wabash 864 

East St. Louis: 

B. & O _ 20 ...__.. 4 180 5 209 

C. & A 8 8 16 

C. & E. I _ 5 5 

C. B. & O.— East 23 5 10 38 

C. C. C. & St. L 126 15 141 

C. P. & St. L _ 3 3 _ 6 

E. St. L. & Sub 330 10 340 

E. St. L. Tct - 68 68 

I. C 95 4 35 10 650 145 939 

L. & M 500 20 520 



L. & N _ 15 12 95 122 

M. & O 28 44 65 80 217 

M. P.— Dupo _ - 48 15 50 113 

Penn. , 77 23 31 195 326 

St. L. & O'F 225 85 310 

St. L. S. W 25 36 61 

St. L. T. & E - 225 60 _ 285 

Southern _ 40 _ 120 220 380 

T. St. L. & W... 65 . 45 15 125 

T. R. R. A 25 189 20 3 237 

Wabash— East 229 815 750 25 1819 






4 

5 


180 


8 


5 
8 


5 




10 


126 


15 


3 


330 


10 
68 


3 




4 


35 
500 


10 
20 


650 


145 






15 


12 


95 




28 


44 


65 


80 




48 




15 


50 




23 

225 
25 


85 


31 


195 
36 




225 


60 












120 


220 




45 


15 








25 


189 


20 


3 




815 


750 


25 





Totals 549 12 2333 1456 1075 852 6277 

Total for local delivery on Wabash 3,957 

Total for through movement on Wabash 2,320 

Total received _ _ _ - 10,283 



APPENDIX "F"- TIME STUDIES 



Statement Showing Results of Time Study of Movement of Loaded 

Freight Cars Handled by Terminal Railroad Association in 

Connection With Other Lines, October, 1 920. 



A. From arrival at Inbound Yards of Trunk lines, through Terminal to departure from Out- 
bound Yards of connecting - Trunk lines. 

B. From arrival at Inbound Yards of Trunk lines through Terminal to setting at industries 
on Terminal or connecting lines, vice versa outbound. 

Ten cars were selected at random on 357 separate movements. 

It was impossible to complete study on 10.9 per cent on account of: 

(a) Incomplete records. 

(b) Cars held for reconsignment. 

(c) Contents transferred to other cars. 

(d) Cars sent to repair tracks. 

(e) Tracers could not find dates. 
Records were completed on 3160 cars, 89.1 per cent. 

In the following pages * indicates average delivery less than one day, practically de- 
livered some day as received. 
— indicates no movement. 



Arriving on Baltimore & Ohio Railroad. 



Departing 
T. R. R. A. Road 



Average number of days on Arrivin 

Handled via Eads for through Road 

movement on Mo. Pac * 

St. L.--S. F * 

Handled via Merchants for 

through movement on ...M. K. & T * 

C. R. I. & P * 

Wabash — West * 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

No study made of this movement. 
Handled via Eads for delivery 

at local industries on T. 



1.0 
1.0 

1.1 
1.1 
1.0 



2.0 
1.0 

1.2 
1.0 

1.2 



L-. 



1.5 
1.1 



2.5 
1.0 
1.0 



R. R. A.— St. 

Mo. Pac 

St. L.-S. F 

Wabash — West . 

Handled via Merchants for de- 
livery at local industries on T. R. 

C. B. 

Handled via Wiggins for de- 
livery at local industries on T. R. R. A. — St. L. 

Mo. Pac - 

Mfrs 

Total number of cars traced - 140 

Number of cars discarded __ - 14 



R. A.— St. L. 
& O.— West... 



1.6 



1.7 
1.6 



1.3 
1.2 



Total 

Time 

3.4 

2.6 

2.7 
2.7 
3.0 



* 


4.0 


2.0 


4.1 


2.2 


3.6 


3.0 


4.2 


, 


2.2 


4.9 


7.0 


_ 


2.3 


2.4 


4.5 


1.8 


3.6 



Number of cars completed - 126 equals 90 per cent. 



321 



622 TIME STUDIES 

Arriving on Chicago & Alton Railroad. 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 
Handled via Eads for through 

movement on Mo. Pac * 1.0 1.0 2.8 

St. L.-S. F 1.0 * * 2.0 

Handled via Merchants for 

through movement on M. K. & T 1.0 1.1 1.0 3.1 

Handled via Wiggins for 

through movement on Mo. Pac. — Dupo * 

I. C : 2.3 

M. & O 1.1 

S. L. S- W * 

Penn * 

Handled via Eads for delivery 

at local industries on T. R. R. A 2.4 

Mo. Pac 1.1 

St. L.-S. F 1.4 

Handled via Merchants for de- 
livery at local industries on T. R. R. A 1.9 2.9 

Handled via Wiggins for de- 
livery at local industries on T. R. R. A 1.0 1.0 2.5 

Mo. Pac * 1.5 1.6 4.0 

Total number of cars traced 140 

Number of cars discarded 15 



* 


1.2 


2.4 


1.0 


* 


4.0 


1.5 


* 


3.0 


* 


* 


1.4 


* 


1.6 


2.5 


1.4 





3.8 


1.2 


2.7 


5.0 


1.4 


2.7 


5.5 



1.5 


2.1 


2.0 


2.3 


1.0 


2.1 


1.6 


3.1 



Number of cars completed _ _._ - 125 equals 89 per cent 

Arriving on Chicago & Eastern Illinois Railroad. 

Average number of davs on Arriving Departing Total 

Road T. R. R. A. Road Time 

Handled via Eads for through 

movement on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on St. L.-S. F * * 

C. B. & Q. —West * * 

M. K. & T * * 

Mo. Pac * 1.0 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

No study made of this movement. 
Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries on T. R. R. A.— St. L 1.0 1.4 — 2.4 

Handled via Wiggins for de- 
livery at local industries on Movement via Wiggins light and infrequent. 

No study made of this movement. 

Total number of cars traced 63 

Number of cars discarded 13 



Number of cars completed- _ - 50 equals 80 per cent. 



TIME STUDIES 



323 



Road 

1.2 
1.0 

1.0 

1.0 



Arriving on Chicago, Burlington & Quincy Railroad (East). 

Average number of days on _ _ Arriving Departing 

Road T. R. R. A. 
Handled via Eads for through 

movement on Mo. Pac 1.0 * 

St. L.-S. F 1.2 * 

Handled via Merchants for 

through movement on M. K. & T 1.0 1.0 

Wabash— West 1.1 1.0 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

No study made of this movement. 
Handled via Eads for delivery 

at local industries on T. R. R. A. — St. L * 

Mo. Pac 1.0 

St. L.-S. F * 

Wabash— West 1.4 

Handled via Merchants for de- 
livery at local industries on T. R. R. A. — St. L 1.0 

Handled via Wiggins for de- 
livery at local industries on T. R. R. A. — St. L 2.9 

Mo. Pac 1.9 

Total number of cars traced 77 

Number of cars discarded 10 



1.6 

1.4 
1.1 



2.2 



Total 
Time 

2.9 
2.7 

3.0 
3.1 



1.5 


* 


2.1 


* 


3.2 


5.0 


1.0 


2.0 


3.6 


* 


2.4 


4.6 



2.6 

4.3 
5.2 



Number of cars completed . 67 equals 87.5 per cent. 



Arriving on Chicago, Burlington & Quincy Railroad (West). 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 

Handled via Eads for through 

movement on _ Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on St. L. S. W. * 

St. L.-S. F * 

Handled via Wiggins for 

through movement on B. & O 1.0 

C. & A 1.7 

M. P.— Dupo * 

I. C 1.0 

Southern 1.0 

M. & 1.0 

St. L. S- W * 

Penn * 

C. C. C. & St. L * 

Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries on Southern 2.6 1.4 

T. R. R. A.— St. L 1.2 1.2 

Handled via Wiggins for de- 
livery at local industries on Penn 1.2 1.1 

Total number of cars traced 133 

Number of cars discarded 6 



1.0 


* 


1.4 


1.0 


* 


2.2 


2.0 


1.0 


4.0 


1.3 


1.0 


4.0 


1.2 


1.4 


2.6 


1.5 


* 


3.0 


1.6 


* 


3.0 


1.4 


* 


3.0 


1.4 


* 


1.7 


1.1 


1.5 


3.2 


1.4 


2.1 


3.8 



1.5 

2.0 



5.5 

2.4 

4.3 



Number of cars completed.. 



.127 equals 95 per cent. 



1.0 
1.0 


2.0 
1.2 


3.0 

2.5 


1.0 
1.0 


1.1 

1.4 


2.4 
2.6 


1.0 
1.0 


1.0 

1.3 

* 


2.2 

3.0 
1.8 


2.0 
1.0 
1.3 


1.4 
1.0 


2.7 
3.0 

2.5 



324 TIME STUDIES 

Arriving on Cleveland, Cincinnati, Chicago & St. Louis Railway. 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 

Handled via Eads for through 

movement on Mo. Pac. * 

St. L.-S. F * 

Handled via Merchants for 

through movement on M. K. & T * 

C. R. P. & P * 

Handled via Wiggins for 

through movement on Wabash — West * 

Mo. Pac. — Dupo * 

St. L. S. W * 

Handled via Eads for delivery 

at local industries on T. R. R. A * 

Mo. Pac * 

St. L.-S. F * 

Handled via Merchants for de- 
livery at local industries on T R. R. A 1.0 1.2 — 2.2 

Handled via Wiggins for de- 
livery at local industries on T. R. R. A * 

Mo. Pac * 

Wabash— West * 

C. B. & Q.— West * 

Total number of cars traced 

Number of cars discarded 17 

Number of cars completed 133 equals 88.5 per cent. 

Arriving on Chicago, Peoria & St. Louis Railroad. 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 

Handled via Eads for through 

movement on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on Movement via Merchants light and infrequent. 

No study made of this movement. 
Handled via Wiggins for 

through movement on I. C 1.4 1.2 1.0 3.6 

L. & N * 1.7 2.0 4.1 

Total number of cars traced 20 

Number of cars discarded ! 



1.5 


— 


2.1 


1.0 


2.1 


3.4 


1.0 


1.5 


3.2 


1.0 


2.4 


4.1 


....150 






17 











Number of cars completed _ 20 equals 100 per cent. 



TIME STUDIES 



325 



Arriving on Chicago, Rock Island & Pacific Railway. 

Average number of days on Arriving Departing 

Road T. R. R. A. Road 
Handled via Eads for through 

movement on _ Movement via Eads light and infrequent. 

No study made of this movement. 
Handled -via Merchants for 

through movement on B. & O * 

C. & E. I * 

I. C * 

L. & N 1.1 

M. & O * 

Southern _ * 

Penn. * 

T. St. L. & W * 

C. C. C. & St. L * 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

No study made of this movement. 
Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries on T. R. R. A.— St. L 1.0 2.0 

Mo. Pac 1.1 1.3 

Handled via Wiggins for de- 
livery at local industries on Mfrs * 1.5 

Total number of cars traced 120 

Number of cars discarded 16 



1.0 

1.0 
1.2 
1.8 
1.7 
1.3 
1.0 
1.1 
1.5 



1.2 

* 

1.2 

1.0 

1.1 

* 

1.2 



Total 
Time 



2.4 
1.5 
3.0 
3.2 
3.4 
3.0 
2.4 
2.6 
3.2 



2.4 
2.1 



3.0 
4.8 

4.2 



Time 



2.7 

5.4 
2.2 



Number of cars completed 104 equals 86.5 per cent. 

Arriving on East St. Louis & Suburban Railway. 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road 
Handled via Eads for through 

movement on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on M. K. & T * 1.0 1.5 

St. L.-S. F...._ * 1.8 3.2 

C. R. I. & P * 1.0 1.0 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

No study made of this movement. 
Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries on T. R. R. A. — St. L * 1.7 

Mo. Pac * 1.0 

St. L.-S. F * 1.6 

Wabash— West * 1.2 

Handled via Wiggins for de- 
livery at local industries on .'Movement via Wiggins light and infrequent. 

No study made of this movement. 

Total number of cars traced _ _ _ - 70 

Number of cars discarded - _ 3 



— 


2.1 


2.1 


3.7 


2.1 


3.9 


1.2 


2.6 



Number of cars completed.. 



67 equals 96 per cent. 



326 TIME STUDIES 

Arriving on Illinois Central Railroad. 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 
Handled via Eads for through 

movement on Mo. Pac 1.5 * 1.0 2.7 

St. L.-S. F 1.4 1.0 1.7 4.1 

Handled via Merchants for 

through movement on M. K. & T 2.2 1.0 * 4.0 

C. R. I. & P * 1.0 * 2.2 

Handled via Wiggins for 

through movement on C. B. & Q * 1.5 1.1 3.3 

Wabash— West * * 1.4 2.0 

Handled via Eads for delivery 

at local industries on T. R. R A.— St. L 1.5 1.4 2.9 

Mo. Pac 1.5 1.0 2.5 5.0 

St. L.-S. F 1.0 * 1.9 3.6 

Wabash— West 1.0 1.3 2.5 4.8 

Handled via Merchants for de- 
livery at local industries on T. R. R. A. — St. L. 1.6 2.1 — 3.7 

Handled via Wiggins for de- 
livery at local industries on T. R. R. A.— St. L 2.1 1.3 3.4 

Mo. Pac 1.4 1.5 2.0 4.9 

Wabash— West * 1.0 * 2.6 

Mfrs * 1.3 1.5 3.4 

Total number of cars traced _ 150 

Number of cars discarded 23 



Number of cars completed 127 equals 84.5 per cent. 

Arriving on Litchfield & Madison Railroad. 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 

Handled via Eads for through 

movement on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on Mo. Pac * * 1.3 1.8 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

No study made of this movement. 
Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries on Mo. Pac 1.3 

T. R. R. A.— St. I * 1.5 

Wabash— West * 1.3 

Handled via Wiggins for de- 
livery at local industries on Movement via Wiggins light and infrequent. 

No study made of this movement. 

Total number of cars traced 50 

Number of cars discarded 3 

Number of cars completed 47 equals 94 per cent. 



1.5 


3.0 


— 


1.7 


1.5 


3.0 



TIME STUDIES 32'/ 

Arriving on Louisville & Nashville Railroad. 
Average number of clays on Arriving 

Handled via Eads for through 

movement on Mo. Pac * 

St. L.-S. F * 

Handled via Merchants for 

through movement on M. K. & T * 

C. R. I. & P 1.5 

Handled via Wiggins for 

through movement on Wabash — West 1.0 

Mo. Pac. — Dupo * 

C. P. & St. L * 

Wabash — East * 

Handled via Eads for delivery 

at local industries on T. R. R. A. — St. L * 

St. L.-S. F * 

Handled via Merchants for de- 
livery at local industries on T. R, R. A.— St. L 1.7 1.4 3.1 

Handled via AViggins for de- 
livery at local industries on T. R. R. A. — St. L * LI — 2.0 

Mo. Pac * 1.1 1.6 3.0 

Total number of cars traced 140 

Number of cars discarded , 15 



. R. 


Departing 
A. Road 


Total 
Time 


1.2 
1.0 


2.0 

* 


3.7 
2.6 


* 


1.3 


2.7 
2.6 


1.0 
1.0 
1.0 
1.5 


1.0 

2.1 

* 

* 


3.0 
3.9 
1.8 

2.5 


1.2 
1.1 


1.4 


1.9 
2.7 



Number of cars completed 125 equals 83.5 per cent. 

Arriving on Mobile & Ohio Railroad. 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 

Handled via Eads for through 

movement on - St. L.-S. F 1.2 1.8 . 2.6 5.6 

Handled via Merchants for 

through movement on Movement via Merchants light and infrequent. 

No study made of this movement. 
Handled via Wiggins for 

through movement on C. B. & Q. — West 1.0 

Wabash— West 1.3 

B. & 2.2 

C. & A 2.4 

C. B. & Q.— East * 

C. P. & St. L 1.0 

I. C 1.4 

T. St. L. &W 1.4 

Penn 2.4 

Wabash— East 1.2 

C. C. C. & St. L 1.2 

Handled via Eads for delivery 

at local industries on T. R. R. A. — St. L * 

Mo. Pac 1.1 

Handled via Merchants for de- 
livery at local industries on T. R. R. A. — St. L * 1.7 — 2.6 

Handled via Wiggins for de- 
livery at local industries on Mo. Pac * 

Mfrs 1.0 

AVabash— West * 

Total number of cars traced 1 76 

Number of cars discarded ■■ 1 7 

Number of records completed 159 equals 90.5 per cent. 



^c 


1.2 


2.9 


1.0 


1.7 


4.0 


1.0 


1.5 


4.7 


1.0 


1.6 


5.0 


1.0 


1.5 


3.4 


1.0 


2.3 


4.3 


1.0 


1.0 


3.4 


1.1 


* 


3.1 


1.0 


1.4 


4.8 


1.0 


1.1 


3.3 


=1= 


1.2 


2.8 


1.7 





2.3 


1.1 


2.6 


4.8 



1.5 


2.7 


5.0 


* 


1.5 


3.2 


1.0 


2.0 


3.3 



328 



H 



TIME STUDIES 



Arriving on Manufacturers Railway. 

Average number of days on Arriving Departing 

tt ,, , . t-a , , .■, t Road T. R. R. A. Road 

Handled via Eads for through 

movement on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on Movement via Merchants light and infrequent. 

No study made of this movement. 
Handled via Wiggins for 

through movement on..... C. B. & 0. — West 

M. K. & T 

St. L.-S. F 

Wabash — West 

Wabash — East 

C. C. C. & St. L 

I. C 

Penn 

C. & E. I 

Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries on Movement via Merchants light and infrequent. 

No study made of this movement. 
Handled via Wiggins for de- 
livery at local industries on T. R. R. A. — St. L. — * 2.0 — 

Total number of cars traced 100 

Number of cars discarded „ _ 7 



Total 
Time 



* 


1.2 


1.6 


3.0 


* 


2.1 


* 


2.8 


* 


1.7 


2.2 


4:2 


* 


1.1 


* 


1.5 


* 


1.0 


* 


1.9 


* 


1.0 


1.4 


2.6 


* 


1.6 


* 


2.3 


* 


2.0 


* 


2.6 


* 


* 


* 


* 



2.4 



Number of 



Road 



Total 
Time 



cars completed 93 equals 93 per cent. 

Arriving on Missouri, Kansas & Texas Railway. 

Average number of days on . Arriving Departing 

u ii i • t? 1 c 4.1 u R oad T. R. R.A. 

Handled via Eads for through 

movement on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on _B. & O 

C. & A _ 

C. P. & St. L 

I. C 

L. & N 

T. St. L. & W 

Penn 

Wabash — East 

C. C. C. & St. L 

C. & E. I 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

No study made of this movement. 
Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries on T. R. R. A. — St. L 2.8 3.2 — 

Mfrs 1.7 1.8 U 

Handled via Wiggins for de- 
livery at local industries on Movement via Wiggins light and infrequent. 

No study made of this movement. 

Total number of cars traced 120 

Number of cars discarded 1 1 



* 


1.2 


* 


2.3 


* 


1.8 


* 


3.5 


* 


1.2 


* 


2.4 


* 


* 


1.3 


1.8 


* 


1.0 


1.0 


2.6 


* 


* 


* 


1.0 


* 


* 


* 


2.0 


* 


1.1 


1.1 


3.1 


* 


1.2 


1.0 


2.5 


* 


1.0 


* 


1.2 



6.0 
5.1 



Number of cars completed 109 equals 91 per cent. 



TIME STUDIES 



329 



Arriving on Missouri Pacific Railroad. 

Average number of days on Arriving 

Road T. 

Handled via Eads for through 

movement on - B. & O * 

C. & E. 1 1.3 

C. P. & St. L 1.3 

I. C 1.0 

L. & N 1.1 

Southern 

T. St. L. & W 

Penn 

Wabash — East 

C. C. C. & St. L 1.0 

Handled via Merchants for 

through movement on Movement via Merchants light 

No study made of this moveme 

Handled via Wiggins for 

through movement on C. B. & Q. — West 1.4 

C. & A * 

C. & E. 1 1.0 

C. P. & St. L 1.4 

I. C * 

L. & N * 

St. L. S. W 2.0 

Southern * 

T. St. L. & W 2.0 

Penn * 

Wabash— East 1.3 

C. C. C. & St. L 1.2 

Handled via Eads for delivery 

at local industries on T. R. R. A. — St. L 2.5 

Handled via Merchants for de- 
livery at local industries on T. R. R. A.St. L * 

Handled via Wiggins for de- 
livery at local industries on T. R. R. A. — St. L. — 3.1 

C. B. & 0.— West 2.0 

C. B. & O.— East * 

T. R. R. A.— E. St. L. 1.0 

Total number of cars traced _ 

Number of cars discarded _ 



Departing 
R. R.A. Road 



1.0 

1.0 

1.5 
* 

1.4 
1.3 

* 

* 
1.0 



* 

* 

1.4 
1.1 
1.2 
1.1 



ind infrequent. 
nt. 



* 

1.6 

1.4 

1.2 

1.7 

1.2 
* 

1.4 
1.2 
1.2 
1.2 

1.4 

1.3 
1.4 
1.9 



1.4 
1.5 

308 

36 



2.3 

1.7 

* 

* 

1.0 
1.2 
1.2 
1.4 

* 

1.7 
1.2 

1.6 



2.2 

* 

* 



Number of cars completed _ 272 equals 



Total 
Time 

2.6 
2.6 
3.5 
2.7 
3.7 
2.4 
2.2 
2.5 
2.7 
3.0 



3.9 
4.2 
2.7 
2.8 
3.6 
3.0 
3.5 
3.0 
3.4 
3.5 
3.7 
4.2 

3.8 

2.8 

5.1 
4.8 
1.9 
3.0 



per cent. 



Arriving on Missouri Pacific (Dupo). 

Average number of days on Arriving Departing 

Road T. R. R. A. Road 
Handled via Eads for through 

movement on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on Mo. Pac. — West 1.5 

Wabash— East 1.2 

C. & E. 1 1.7 



Total 
Time 



Handled via Wiggins 
through movement on 



for 



.0. B. & 0.— West 1.0 

Wabash— West 1.2 

iMo. Pac— West 2.0 

B. & 1.5 



1.1 


1.7 


4.3 


1.3 


1.5 


4.0 


^ 


* 


2.4 


1.0 


2.0 


4.0 


* 


1.7 


3.6 


1.6 


* 


4.0 


1.0 


2.2 


4.7 



parting 


Total 


Road 


Time 


2.2 


4.5 


1.9 


5.2 


* 


3.7 


1.8 


4.8 


^k 


4.1 



330 TIME STUDIES 

Arriving on Missouri Pacific (Dupo). 

Average number of days on Arriving E 

Road T. R. R. A. 

C. & A 1.1 1.2 

C. B. & O.— East 1.8 1.5 

C. P. & St. L 1.8 1.2 

L. & N 1.9 1.1 

C C. C. & St. L 2.5 1.0 

Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 

Handled via Merchants for de- 

liverv at local industries on Wabash — East 1.2 1.3 1.5 4.0 

T. R. R. A.— St. L 1.5 1.5 — 3.0 

Mo. Pac 1.5 1.1 1.7 4.3 

Handled via Wiggins for de- 
livery at local industries on T. R. R. A.— St. L 2.4 2.6 — 5.0 

Mfrs 2.5 1.5 1.5 5.6 

Mo. Pac 2.2 1.2 2.6 6.0 

Total number of cars traced 171 

Number of cars discarded 11 



Number of cars completed 160 equals 93.5 per cent. 

Arriving on Pennsylvania Railroad. 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 
Handled via Eads for through 

movement on _ Mo. Pac 1.4 1.2 1.1 3.7 

St. L.-S. F * 1.0 1.2 2.5 

Handled via Merchants for 

through movement on M. K. & T 1.1 * 1.1 2.7 

C. R. I. & P 1.0 * 1.0 2.2 

Handled via Wiggins for 

through movement on C. & A 1.0 * 1.5 2.7 

M. & 1.1 * * 2.2 

C. B. & Q.— West 1.0 1.0 1.9 3.9 

Wabash— West * 1.0 2.0 3.7 

Handled via Eads for delivery 

at local industries on T. R. R. A.— St. L 1.0 2.1 — 3.1 

Mo. Pac 1.8 * 2.5 4.5 

St. L.-S. F 1.5 1.0 2.5 5.0 

Wabash— West 1.5 * 2.3 4.2 

Handled via Merchants for de- 
livery at local industries on T. R. R. A. — St. L, 1.2 2.1 — 3.3 

Handled via Wiggins for de- 
livery at local industries on T. R. R. A.— St. L * 1.4 2.0 

Mo. Pac * 1.0 2.2 4.1 

Total number of cars traced 1 50 

Number of cars discarded 12 



Number of cars completed 138 equals 92 per cent. 



TIME STUDIES 



331 



Arriving on St. Louis & O'Fallon Railroad. 

Average number of days on Arriving Departing 

TI ,. , . - , , , , Road T. R. R. A. Road 

Handled via Eads for through 

movement on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on C. R. I. & P * 1.0 1.0 

Wabash— West * 1.0 * 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

No study made of this movement. 
Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries on Mo. Pac * 

T. R. R. A.— St. L, * 

St. L.-S. F * 

Wabash— West * 

Handled via Wiggins for de- 
livery at local industries on Mo. Pac * 

Mfrs * 

Total number of cars traced _ 

Number of cars discarded _ _ 



1.0 
2.0 
1.8 
1.4 



1.2 



2.5 

3.4 
1.6 

2.4 
2.0 



80 

1 



Total 
Time 



2.1 
1.7 



3.8 
2.4 
5.4 
3.2 

3.8 
2.6 



Number of cars completed 79 equals 99 per cent. 



Arriving on St. Louis-San Francisco Railway. 

Average number of days on Arriving 

Handled via Eads for through Road 

movement on B. & O * 

C. & A 1.8 

C. P. & St. L * 

I. C 2.0 

M. & 1.2 

Southern _ * 

T. St. L. & W * 

Penn 1.1 

Wabash — East * 

C. C. C. & St. L * 

Handled via Merchants for 

through movement on C. B. & 0. — West * 1.3 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

No study made of this movement. 
Handled via Eads for delivery 

at local industries on C. & A * 1.8 

L. & N * 1.0 

Penn * 1.0 

Handled via Merchants for de- 
livery at local industries on C. B. & O. — West * 1.4 

T. R. R. A.— St. L 1.8 1.3 

Handled via Wiggins for de- 
livery at local industries on Movement via Wiggins light and infrequent 

No study made of this movement. 

Total number of cars traced 152 

Number of cars discarded 16 





.Departing 


Total 


.. R. 


A. Road 


Time 


1.0 


1.1 


2.9 


1.2 


1.0 


4.0 


1.8 


1.0 


3.7 


1.3 


1.0 


4.3 


1.2 


* 


3.0 


1.3 


* 


2.3 


% 


* 


1.8 


1.3 


1.8 


4.2 


1.4 


1.1 


3.1 


1.3 


1.2 


3.0 



2.0 
2.2 
2.5 

2.5 



2.7 



4.5 
3.4 
3.7 

4.0 
3.1 



Number of cars completed ,...._ 136 equals 90 per cent. 



332 TIME STUDIES 

Arriving on St. Louis Southwestern Railway. 

Average number of days on _ Arriving Departing Tptal 

Road T. R. R. A. Road Time 

Handled via Eads for through 

movement on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on B. & O * 1.2 2.4 4.0 

Wabash— East * 1.2 1.5 3.5 

C. & E. I * * * 1.5 

Handled via Wiggins for 

through movement on C. B. & Q. — West * 1.1 1.5 3.2 

Wabash— West * 1.0 * 1.7 

C. & A * 1.1 2.5 4.0 

C. P. & St. L * 1.2 1.4 3.3 

C. C. C. & St. L * 1.0 1.3 2.5 

Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries on T. R. R. A.— St. L * 2.5 — 2.9 

Mo. Pac * 2.4 2.5 5.1 

Handled via Wiggins for de- 
livery at local industries on T. R. R. A.— St. L 1.0 2.0 3.0 

Mfrs * 1.0 1.6 3.0 

Total number of cars traced 1 18 

Number of records discarded 9 

Number of cars completed 109 equals 92.5 per cent. 

Arriving on St. Louis, Troy & Eastern Railroad. 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 

Handled via Eads for through ( 

movement on _ _ Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on C. & A 1.0 1.6 2.9 5.5 

C. B. & Q.— West * 1.5 2.2 3.7 

M. K. & T * * 1.6 2.5 

Mo. Pac. .._ * * 1.4 2.2 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

' | No study made of this movement. 
Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries Mo. Pac * 1.3 1.8 3.6 

T. R. R. A.— St. L * 1.3 1.6 

St. L.-S. F * 1.0 1.7 2.7 

Wabash— West * 1.0 2.0 3.2 

Handled via Wiggins for de- 
livery at local industries on Mfrs * * 2.7 3.2 

Total number of cars traced _ 100 

Number of cars discarded _ 5 

Number of cars completed 95 equals 95 per cent 



TIME STUDIES 
Arriving on Southern Railway. 



333 



Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 

Handled via Eads for through 

movement on Mo. Pac * 

St. L.-S. F * 

Handled via Merchants for 

through movement on M. K. & T * 

' , C. R. I. & P * 

Handled via Wiggins for 

throusrh movement on Wabash — West 1.0 



1.0 

1.0 

1.2 
1.0 



1.3 
1.4 

1.2 
1.5 



2.7 

2.6 

3.0 
2.7 



1.0 



1.0 



3.0 



Handled via Eads for delivery 

at local industries on T. R. R. A. — St. L * 

Mo. Pac 1.0 

St. L.-S. F * 

Handled via Merchants for de- 
livery at local industries on T. R. R. A. — St. L * 



1.2 


— 


1.6 


1.0 


2.7 


4.7 


1.0 


1.3 


2.6 



1.7 



Handled via Wiggins for de- 
livery at local industries on Mfrs * 1.1 

Wabash— West * 1.4 

Total number of cars traced 110 

Number of cars discarded _ 17 



2.0 
1.4 



2.3 



3.8 
3.5 



Number of cars completed 93 equals 84.5 per cent. 

Originating on Terminal Railroad Association (East Side). 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 

Handled via Eads for through 

movement on _ Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on :,B. & O — - 

C. & A — 

Mo. Pac. — Dupo — 

Wabash — East — 

Penn — 

C. C. C. & St. L — 

I. c — 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

No study made of this movement. 
Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries on Penn — 1.3 3.7 5.0 

Handled via Wiggins for de- 
livery at local industries on Movement via Wiggins light and infrequent. 

No study made of this movement. 

Total number of cars traced 130 

Number of cars discarded 7 



1.0 


1.2 


2.2 


1.0 


3.7 


4.7 


1.1 


1.1 


2.2 


1.0 


* 


1.9 


1.0 


1.0 


2.1 


1.3 


1.1 


2.4 


1.1 


1.1 


2.1 



Number of cars completed 123 equals 94.5 per cent 



334 



TIME STUDIES 



Originating on Terminal Railroad Association (West Side). 

Average number of days on _ Arriving D' 

Road T. R. R. A. 
Handled via Eads for through 

movement on C. B. & Q. — West — 1.9 

Mo. Pac — 1.4 

M. K. & T — 2.4 

St. L.-S. F — 1.0 

Wabash— West — 1.0 

Handled via Merchants for 

through movement on C. B. & O. — West — 1.9 

Mo. Pac — 2.9 

M. K. & T — 1.7 

Handled via Wiggins for 

through movement on C. B. & Q. — West — * 

Mo. Pac — 1.2 

Handled via Eads for delivery 

at local industries on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for de- 
livery at local industries on Mo. Pac — 2.7 2.1 

Handled via Wiggins for de- 
livery at local industries on Movement via Wiggins light and infrequent. 

No study made of this movement. 

Total number of cars traced 110 

Number of cars discarded _ 19 



arting 


Total 


oad 


Time 


1.1 


3.0 


1.0 


2.4 


1.0 


3.4 


2.0 


3.0 


1.0 


2.0 


1.2 


3.1 


1.5 


4.4 


1.0 


2.7 


* 


1.8 


1.0 


2.2 



4.8 



Number of cars completed 91 equals 83 per cent. 

Arriving on Toledo, St. Louis & Western Railway. 

Average number of days on Arriving Departing Total 

Road T. R. R. A. Road Time 

Handled via Eads for through 

movement on Movement via Eads light and infrequent. 

No study made of this movement. 
Handled via Merchants for 

through movement on _ M. K. & T * 1.0 

Mo. Pac * 1.0 

St. L.-S. F 1.5 * 

C. R. I. & P * 1.0 

Handled via Wiggins for 

through movement on Movement via Wiggins light and infrequent. 

No study made of this movement. 

Handled via Eads for delivery 

at local industries on T. R. R. A. — St. L * 



1.1 


2.7 


1.1 


2.5 


1.5 


3.0 


1.2 


2.4 



Handled via Merchants for de- 
livery at local industries on T. R. R. A. — St. L * 

Mo. Pac * 

Handled via Wiggins for de- 
livery at local industries on T. R. R. A. — St. L * 

Mo. Pac * 

Total number of cars traced 



1.0 

1.5 
1.0 

1.7 
1.2 



* 
2.0 

2.9 



1.5 

2.5 
3.8 

2.1 
4.6 



90 

Number of cars discarded 12 



Number of cars completed 78 equals 87 per cent. 



TIME STUDIES 335 

Arriving on Wabash Railroad (East). 

Average number of days on Arriving I 

Handled via Eads for through Road T ' R> R ' A ' 

movement on Mo. Pac * 1.1 

St. L.-S. F * 1.0 

Handled via Merchants for 

through movement on M. K. & T * * 

Wabash— West * * 

Handled via Wiggins for 

through movement on I. C 2.9 1.0 

St. L. S. W * * 

Mo. Pac * 1.0 

Handled via Eads for delivery 

at local industries on T. R. R. A. — St. L * 2.0 

Mo. Pac * 1.1 

St. L.-S. F * 1.5 

Wabash— West * * 

Handled via Merchants for de- 
livery at local industries on T. R. R. A.— St. L 1.0 1.3 2.3 

Handled via Wiggins for de- 
livery at local industries on T. R. R. A.— St. L 1.6 1.4 3.0 

Mo. Pac * 1.3 3.0 4.5 

Wabash— West * 1.6 1.5 4.0 

C. B. & O. —West * * 4.0 5.0 

St. L. S.W * 1.5 * 1.8 

Total number of cars traced 170 

Number of cars discarded 46 



arting 


Total 


oad 


Time 


1.0 


2.4 


* 


1.9 


1.2 


2.0 


1.1 


2.0 


* 


4.6 


* 


1.6 


* 


1.9 





2.3 


2.6 


4.0 


2.1 


4.0 


3.0 


3.4 



Number of cars completed 124 equals 78 per cent. 

Arriving on Wabash Railroad (West). 
Average number of days on _ Arriving Departing Total 

Handled via Eads for through Road T ; R - R " A " Road ' Time 

movement on Movement via Eads light and infrequent. 

No study made of this movement. 

Handled via Merchants for 

through movement on B. & O * 1.0 * 2.0 

I. C * 1.0 * 1.9 

M. & O * * * 1.0 

Southern * * * 1.0 

Penn * * * 1.0 

C. C. C. & St. L * 1.0 * 2.2 

L. & N * * * 1.0 

Handled via Wiggins for 

through movement on B. & O * * 1.5 2.5 

I. C 1.4 1.1 * 3.3 

M. &O 2.5 1.5 1.0 5.0 

Southern 1.0 1.1 1.0 3.1 

Penn * 1.0 1.0 2.3 

C. C. C. & St. L * 1.0 1.2 2.5 

Handled via Eads for delivery 

at local industries on _ T. R. R. A.— E. St. L. 1.0 2.0 3.0 

Handled via Merchants for de- 
livery at local industries on T. R. R. A.— St. L 1.3 2.5 — 3.8 

Handled via Wiggins for de- 

livery at local industries on Southern 2.0 1.1 2.5 5.6 

Penn * 1.1 2.1 4.0 

T. R. R. A.— St. L 3.0 2.0 5.0 

Mfrs 1.5 * 1.5 3.7 

Total number of cars traced _ 210 

Number of cars discarded _ 27 



Number of cars completed 183 equals 82 per cent. 



APPENDIX "G"- PROPOSED CARLOAD INTER- 
CHANGE THROUGH OUTER GROUP YARDS 



Statement Showing Distribution of Carload Freight Between Group Yard No. 1 

and Individual Roads. 



Inbound Carloads Handled by Roads in 
Group Yard No. 1 : 

C. P. & St. L 

C. & A 

C. C. C. & St. L 

C. B. & Q. (East) 

C. & E. I 

Wabash ( East) 



Brought 
In 
1,581 
5,365 
5,773 
4,261 
2,667 
6,648 



Loaded 
Locally 



For Through 

For Delivery to Roads in Group No. 1 : Movement 

C. P. & St. L 14 

C. & A 73 

C. C. C. & St. L 88 

C. B. & O. (East) 71 

C. & E. 1 51 

Wabash (East) 16 

313 

For Delivery to Roads in Group No. 2 : 

I. C. (North) 368 

L. & M 7 

T. St. L. & W 

St. L. T. & E 

For Delivery to Roads in Group No. 3 : 
Penn 

B. & O : 

C. B. & O. (East) 

L. & N 

St. L. & O'F 

E. St. L. & Sub - - 

For Delivery to Roads in Group No. 4 : 

Sou 

St. L. & O. R 

I. C. (South) 

For Delivery to Roads in Group No. 5 : 

Mo. Pac 

St. L. S. W -.... 

M. & O 



81 
111 



18 



For Local 
Delivery 

130 

463 
2,037 

212 

470 

455 



Total 
1,581 
5,446 
5,884 
4,261 
2,667 
6,666 

26,505 



For "Local Delivery" con- 
sists principally of cars 
brought in by road named 
for delivery on its own 
rails, including a small 
number from other roads 
in the same group. 



3,767 



4,080 



139 


2 


6 


1 


520 


6 


173 


31 


468 


127 


711 


1 


429 


37 


3 


5 


12 


15 


1,796 


216 


552 


276 


549 


4 


1,101 


280 


1,158 


183 


869 


13 


526 


4 


2,553 


200 


336 





526 



2,012 



1,381 



2,753 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



337 



Statement Showing Distribution of Carload Freight Between Group Yard No. 1 

and Individual Roads. 



For Delivery to Roads in Group No. 6 : 

M. K. & T 

C. B. & O. (West) 

Wabash (West) 

C. R. I. & P 



For Through 


For Local 


Movement 


Delivery 


969 


249 


42 


107 


293 


1,310 


224 


8 



1,528 



1,674 



3,202 



For Delivery to Roads in Group No. 7 : 
Mo. Pac. 



For Delivery to Roads in Group No. 8 : 

Mo Pac 


897 
1,158 




St. L.-S. F 










2,055 




For Delivery to Roads in Mill Creek 
Valley : 

Mo. Pac 


553 


St. L.-S. F 




645 


Wabash (U. D.) 




735 










1.933 



2,055 



1,933 



For Delivery to Roads in South St. 
Louis : 

Mo. Pac 

Manufacturers 



564 
60 



624 



624 



For Delivery to T. R. R. on East Side : 

T. R. R 

Merchants 

Wiggins 



For Delivery to : 

Stock Yards 

Alton & Sou 

I. T. S 



For Delivery to T. R. R. on West Side : 

T. R. R 

Merchants 

Wiggins 



26 



26 



857 
943 
307 



2,107 



2,081 

112 

37 

2,230 



1,706 

1,279 

591 

3,576 



2,107 



2,256 



3,576 



26,505 



338 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



Statement Showing Distribution of Carload Freight Between Group Yard No. 2 

and Individual Roads. 

Inbound Carloads Handled by Roads in 
Group Yard No. 2 : 

I. C. (North) 

L. & M 

T. St. L. & W • 

St. L. T. & E 



For Delivery to Roads in Group No. 2 : 

I.C. (North ) 

L. & M 

T. St. L. & W 

St, L. T. & E 



Brought 

In 

2,370 


Loaded 
Locally 


jcal D 
rincipa 

in by 
ivery 
ncludii 

from 
same 


Total 
2,370 
2,334 
2,903 
3 201 


2,334 




2,894 
3,201 


9 








For Through 
Movement 
10 


For Local 
Delivery 

271 ?° r "^ 

sists pi 


10,808 

elivery" con- 
lly of cars 


7 

2 


Af\r\ for del 

400 rails? ; 

number 


on its own 
]g a small 
other roads 




in the 


group. 



19 



671 



690 



For Delivery to Roads in Group No. 1 



C. P. & St. L 


13 


C. & A 


208 


C. C. C. & St. L 

C. B. & O. (East) 

C. & E. I 


11 

84 
4 


Wabash (East) 


26 


For Delivery to Roads in Group No. 3 : 
Penn 


346 
14 


B. & O 


27 


C. B. & O. (East) : 

L. & N 


28 

43 


St. L. & O'F 




E. St. L. & Sub 






For Delivery to Roads in Group No. 4 : 
Sou 


112 
13 


St. L. & O. R 




I. C. (South) 


708 






For Delivery to Roads in Group No. 5 : 
Mo. Pac 


721 

361 


St. L.-S. W 


390 


M. & O 


15 







41 



47 

4 
3 
2 
9 



766 



3 
21 

127 

127 

107 

107 



393 



133 



848 



873 



TROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUT YARDS 



339 



Statement Showing Distribution of Carload Freight Between Group Yard No. 2 

and Individual Roads. 



For Delivery to Roads in Group No. 6 : 
M. K. & T 


For Through 

.Movement 

849 
165 
130 

101 


For Local 
Delivery 

15 


C. B. & O. (West) 

Wabash ( West) 

C. R. I. & P 


6 
561 

30 


For Delivery to Roads in Group No. 7 : 
Alo Pac 


1,245 


612 


For Delivery to Roads in Group No. 8 : 

Mo. Pac 


404 
397 




St. L.-S F 










801 




For Delivery to Mill Creek Valley: 
Mo. Pac 


530 


St. L.-S. F 




307 


Wabash (U. D.) 




445 










1,282 


For Delivery to Roads in South St. 

Louis : 
Mo. Pac 




384 


Manufacturers 




106 












490 


For Delivery to T. R. R. on East Side : 
T. R. R 




56 


Merchants 




591 


Wiggins .' 




67 












714 


For Delivery to : 

Stock Yards 




584 


A. & S 




416 


I. T. S 


1 


1 


For Delivery to T. R. R. on West Side: 
T. R. R 


1 


1,001 
308 


Merchants 




1,284 


Wiggins 




135 



1,857 



801 



1,282 



490 



714 



1,002 



1,725 



1,725 



10,808 



340 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



Statement Showing Distribution of Carload Freight Between Group Yard No. 3 

and Individual Roads. 

Inbound Carloads Handled by Roads in 

Group Yard No. 3: 
Penn 

B. & O 

C. B. & O. (East) 

L . & N....... 

St. L. & O'F 

E. St. L. & Sub 



For Delivery to Roads in Group No. 3 : 
Penn 

B . & O 

C. B. & Q. (East) 

L. & N 

St. L. & O'F 

E. St. L. & Sub 



For Delivery to Roads in Group No. 1 

C. P. & St. L 

C. & A 

C. C. C. & St. L 

C. B. & Q. (East) 

C. & E. I 

Wabash (East) 



For Delivery to Roads in Group No. 2 : 

I . C. ( North ) 

L. & M 

T. St. L. & W 

St. L. T. & E 



For Delivery to Roads in Group No. 4 : 

Sou. 

St. L. & O. R 

I. C. (South) 



For Delivery to Roads in Group No. 5 : 

Mo. Pac 

St. L.-S. W 

M. & O 



Brought 


Loaded 










In 


Locally 








Total 


5,984 
4,841 
2,617 
4,598 
1,946 


869 

546 

10 

58 








6,853 
5,387 
2,627 
4,656 
1,946 


2,750 


74 


2,824 






24,293 


For Through 


For Local 










Movement 


Delivery 










46 

35 

144 

98 


1,204 

600 

67 

313 

2 

3 


For "Local Deliv 
sists principally 
brought in by roi 
for delivery on 
rails, including 
number from otl 
in the same grc 


ery" con- 
of cars 

ad named 
its own 
a small 

ler roads 

>up. 










323 


2,189 


2,512 


130 


5 










941 


2 










28 


2 










2,016 

35 


2 










456 


















3,606 


11 


3,617 


113 


1 










5 












34 












14 


















166 


1 


167 


190 


172 










172 


3 




362 


175 


537 


1,110 
602 


585 
24 










183 


2 











1,895 



611 



2,506 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



341 



Statement Showing Distribution of Carload Freight Between Group Yard No. 3 

and Individual Roads. 



For Delivery to Roads in 
M. K. & T _ 


l Group No. 6 : 


For Through 

Movement 

840 

85 

590 

965 


For Local 
Delivery 
164 


C. B. & O. (West) 




47 


Wabash (West) 

C. R. I. & P 


. Group No. 7 : 
Group No. 8 : 


350 

35 


For Delivery to Roads in 
Mo. Pac 


2,480 


596 


For Delivery to Roads in 
Mo. Pac 


799 

1,168 




St. L.-S. F 








in Mill Creek 






1,967 




For Delivery to Roads 

Valley: 
Mo. Pac 


1,067 
648 


St. L.-S. F 




Wabash (U .D.) _ 


in South St. 




378 










2,093 

863 


For Delivery to Roads 

Louis: 
Mo. Pac 




Manufacturers 




235 




on East Side : 






For Delivery to T. R. R. 
T. R. R 




1,098 
216 


Merchants 




1,201 


Wiggins 




133 






For Delivery to: 

Stock Yards 




1,550 
978 


A. & S 






424 


I. T. S 




4 


15 




on West Side: 




For Delivery to T. R. R. 
T. ,R. R 


4 


1,417 
873 


Merchants 




2,205 


Wiggins 




671 







3,076 



1,967 



2,093 



1,098 



1,550 



1,421 



3,749 



3,749 



24,293 



342 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



Statement Showing Distribution of Carload Freight Between Group Yard No. 4 

and Individual Roads. 

Inbound Carloads Handled by Roads in Brought Loaded 

Group No. 4: In 

Sou 6,766 

St. L. & O. R 

I. C. (South) 8,389 



For Through 
For Delivery to Roads in Group No. 4 : Movement 

Sou 20 

St. L. & O. R 

I. C. (South) 27 



For Delivery to Roads in Group No. 1 : 

C. P. & St. L 

C. & A 

C. C. C. & St. L 

C. B. & Q. (East) 

C. & E. I 

Wabash (East) 



47 



262 



19 
788 

28 
507 



For Delivery to Roads in Group No. 2 : 

I. C. (North) 


2,502 
2,550 


L. & M 


5 


T. St. L. & W 


27 


St. L. T. & E 


18 






For Delivery to Roads in Group No. 3 : 
Penn 


2,600 
65 


B . & O 


34 


C. B. & 


263 


L . & N 


23 


St. L. & O'F 




E. St. L. & Sub 








For Delivery to Roads in Group No. 5 : 
Mo. Pac 


385 
671 


St. L.-S. W 


149 


M. & O 


807 







Locally 










Total 


973 










7,739 


19 


8,408 




16,147 


For Local 












Delivery 
1,106 


For "Local Deliv 
sists principally 
brought in by ro 
for delivery on 
rails, including 
number from otl 


ery" con- 
of cars 

ad named 
its own 


964 


a small 
ler roads 




in 


the 


same 


grc 


>up. 


2,070 


2,117 


2 












1 












2 












14 












56 




75 


2,577 












2,600 


133 




12 












4 












2 












4 




155 


540 


85 












1 

















1,627 



86 



1,713 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



343 



Statement Showing Distribution of Carload Freight Between Group Yard No. 4 

and Individual Roads. 



For Delivery to Roads in Group No. 6 : 

M. K. & T 

C. B. & 0. (West) 

Wabash (West) 

C. R. I. & P 



For Delivery to Roads in Group No. 7 : 
Mo. Pac 



For Through 


Movement 


154 


146 


344 


353 



997 



12 



For Local 
Delivery 



93 

654 

45 



792 



1,789 
12 



For Delivery to Roads in Group No. 8 : 



Mo. Pac 


204 
518 




St. L.-S. F 








For Delivery to Roads in Mill Creek 

Valley: 
Mo. Pac 


722 


267 


St. L.-S. F 




107 


Wabash (U. D.) 




115 







For Delivery to Roads in South St. 
Louis : 

Mo. Pac 

Manufacturers 



For Delivery to T. R. R. on East Side : 

T. R. R 

Merchants 

Wiggins 



For Delivery to: 

Stock Yards 

A. & S 

I. T. S 



For Delivery to T. R. R. on West Side : 

T. R. R 

Merchants 

Wiggins 



489 



141 
202 



343 



30 

612 

79 



721 



651 

463 

25 



1,139 



611 
518 
256 

1,385 



722 



489 



343 



721 



1,139 



1.385 



16,147 



344 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



Statement Showing Distribution of Carload Freight Between Group Yard No. 5 

and Individual Roads. 

Inbound Carloads Handled by Roads in Brought Loaded 

Group Yard No. 5 : 

Mo. Pac 

St. L.-S. W 

M. & O 



For Delivery to Roads in Group No. 5 : 

Mo. Pac 

St. L.-S. W 

M. & O 



For Delivery to Roads in Group No. 1 

C. P. & St. L 

C. & A 

C. C. C. & St. L 

C. B. & O. (East) 

C. & E. I. 

Wabash ( East) 



For Delivery to Roads in Group No. 2 : 

I. C. (North) 

L. & M 

T. St. L. & W 

St. L. T. & E 



For Delivery to Roads in Group No. 3 : 
Penn. 

B . & O 

C. B. & O 

L. & N 

St. L. & O'F 

E. St. L. & Sub 



For Delivery to Roads in Group No. 4 : 

Sou 

St. L. & O. R 

i. c. (South) : 



11 



1,524 

1,003 

328 

739 

2,064 

6,542 



954 

25 

1,299 

26 

2,304 



1,389 

673 

110 

183 

3 



2,366 

500 
1,430 



In 
12,916 


Locally 


For "L, 
sists p 
brought 
for del 
rails, i 
number 
in the 


ocal Di 
rincipa 

in by 
ivery 
ncludir 

from 
same 


Total 

12,916 

4,538 

4,717 


4,538 




4,708 


9 


For Through 
Movement 
1 


For Local 
Delivery 


22,171 

slivery" con- 
lly of cars 


10 


20 

398 


road named 
on its own 
lg a small 




group. 



418 

7 
4 



1 
12 



11 



35 
3 
104 
4 
2 
6 



454 
44 



429 



6,554 



2,315 



2,520 



1,930 



44 



1,974 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



345 



Statement Showing Distribution of Carload Freight Between Group Yard No. 5 

and Individual Roads. 



For Delivery to Roads in Group No. 6 : 

M., K. & T 

C. B. & 0. (West) 

Wabash ( West) 

C. R. I. & P 



For Delivery to Roads in Group No. 7 : 
Mo. Pac 



For Delivery to Roads in Group No. 8 : 

Mo. Pac 

St. L.-S. F 



For Delivery to Roads in Mill Creek 
Valley: 

Mo. Pac _ 

St. L.-S. F 

Wabash (U. D.) _ 



For Delivery to Roads in South St. 
Louis : 

Mo. Pac - 

Manufacturers ... 



For Delivery to T. R. R. on East Side : 

T. R. R 

Merchants 

Wiggins 



For Delivery to: 

Stock Yards 

A. & S 

I. T. S 



For Delivery to T. R. R. on West Side : 

T. R. R 

Merchants 

Wiggins _ 



For Through 


For 


Local 


Movement 


De 


livery 


20 






585 




31 


210 




181 


20 




5 


835 




217 


765 






94 






75 













169 



50 



50 



117 
25 



142 



1,899 
245 

2,144 

90 
932 
313 

1,335 

927 
1,243 

7 

2,177 



100 

415 

30 

545 



1,052 
765 

169 
169 



142 



2,144 



1,335 



2,227 



545 



22,171 



346 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



Statement Showing Distribution of Carload Freight Between Group Yard No. 6 

and Individual Roads. 

Inbound Carloads Handled by Roads in Brought Loaded 

Group Yard No. 6: In Locally 

M. K. & T 3,465 62 

C. B. & Q. (West) 4,897 308 

Wabash (West) 6,925 117 

C. R. I. & P 2,627 92 



For Through 
For Delivery to Roads in Group No. 6 : Movement 

M. K. & T 64 

C. B. & Q. (West) 39 

Wabash (West) 86 

C. R. I. & P 40 



For Delivery to Roads in 
C. P. & St. L 


Group 


No. 1: 


229 

70 


C. & A 






180 


C. C. C. & St. L 

C. B. & 0. (East) 






742 
27 


C. & E. I 






292 


Wabash (East) 


Group 


No. 2: 


297 


For Delivery to Roads in 
I. C. (North) 


1,608 
440 


L. & M 






90 


T. St. L. & W 






681 


St. L. T. & E 










Group 


No. 3: 




For Delivery to Roads in 

Perm 


1,211 
1,040 


B. & 






541 


C. B. & 0. (East) 

L. & N 






8 
397 


St. L. & O'F 








E. St. L. & Sub 










Group 


No. 4: 




For Delivery to Roads in 
Sou 


1,986 
420 


St. L. & O. R 








I. C. (South) _ 




— — 


659 









For Local 

Delivery 

259 

1,556 

1,952 

189 



Total 
3,527 
5,205 
7,042 
2,719 

18,493 



For "Local Delivery" con- 
sists principally of cars 
brought in by toad named 
for delivery on its own 
rails, including a small 
number from other roads 
in the same group. 



3,956 



4,185 



10 



10 
2 



1,618 



1,213 



1,079 



105 

5 

51 



161 

123 

123 



2,147 



1,202 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



347 



Statement Showing Distribution of Carload Freight Between Group Yard No. 6 

and Individual Roads. 



For Delivery to Roads in Group No. 5 : 

Mo. Pac - _ - 

St. L.-S. W 

M . & O 



For Delivery to Roads in Group No. 7 : 
Mo. Pac 

For Delivery to Roads in Group No. 8 : 

Mo. Pac 

St. L.-S. F' 



For Delivery to Roads in Mill Creek 
Valley : 

Mo. Pac 

St. L.-S. F 

Wabash (U. D.) 



For Delivery to Roads in South St. 
Louis : 

Mo. Pac 

Manufacturers 



For Delivery to T. R. R. on East Side : 

T. R. R 

Merchants 

Wiggins 



For Delivery to : 

Stock Yards 

A. & S 

I. T. S 



For Delivery to T. R. R. on West Side : 

T. R. R 

Merchants 

Wiggins 



503 



H 'or Through 
Movement 
220 


For Local 
Delivery 


89 
831 


48 
21 


1,140 
275 


69 


44 




459 









448 
193 
281 



922 



426 
302 



728 





580 
168 






748 
1,306 


31 


7 


31 


1,313 




2,006 




393 







1,209 
275 



503 



922 



728 



748 



1,344 



2,399 



2,399 



18,493 



348 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



Statement Showing Distribution of Carload Freight Between Group Yard No. 7 

and Individual Roads. 



Inbound Carloads Handled by Roads in Brought 

Group Yard No. 7: In 

Mo. Pac 4,773 



Loaded 
Locally 



Total 
4,773 



For Through 

For Delivery to Roads in Group No. 1 : Movement 

C. P. & St. L 40 

C. & A 65 

C. C. C. & St. L 44 

C. B. & O. (East) 298 

C. & E. I. - 60 

Wabash (East) 183 



For Delivery to Roads in Group No. 2 : 

I. C. (North) _ _ 

L. & M _ 


690 
50 


T. St. L. & W - 


120 


St. L. T. & E 


15 






For Delivery to Roads in Group No. 3 : 
Penn 


185 

60 


B. & O 


120 


C. B. & Q. (East) 

L. & N 


100 
62 


St. L. & O'F 


8 


E. St. L. & Sub 








For Delivery to Roads in Group No. 4: 
Sou 


350 
50 


St. L. & O. R 




I. C. (South) 


75 






For Delivery to Roads in Group No. 5 : 
Mo. Pac 


125 
1,321 


St. L.-S. W 


40 


M. & O 


8 







For Local 
Delivery 

For "Local Delivery" con- 
sists principally of cars 

brought in by road named 

f- for delivery on its own 
D rails, including a small 
number from other roads 
in the same group. 

4 



10 



1,369 



12 

4 

44 

8 

8 



76 

8 

3 

11 

4 

4 



700 



185 



426 



136 



1,373 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 349 

Statement Showing Distribution of Carload Freight Between Group Yard No. 7 

and Individual Roads. 

For Through For Local 

For Delivery to Roads in Group No. 6 : Movement Delivery 

M. K. & T 9 

C. B. & O. (West) 136 221 

Wabash (West) 34 50 

C. R. I. & P 5 

271 455 



For Delivery to Roads 
Mo. Pac 


in Group 


No. 


8: 


184 
105 


St. L.-S. F _ 








36 













For Delivery to T. R. R. on West Side : 



141 141 



For Delivery to Roads in Mill Creek 
Valley: 

Mo. Pac 

St. L.-S. F _ 59 

Wabash (U. 57) '.."Ill 95 



154 154 



For Delivery to Roads in South St. 
Louis : 

Mo. Pac _ 240 

Manufacturers 



240 240 



For Delivery to T. R. R. on East Side: 

T. R. R 

Merchants 

Wiggi n s _ 165 



165 165 



For Delivery to: 

Stock Yards 

A. & S _ 16 

I. T. S 35 1 



35 17 52 



Wiggins _._ 746 746 

4,773 



350 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



Statement Showing Distribution of Carload Freight Between Group Yard No. 8 

and Individual Roads. 

Inbound Carloads Handled by Roads in 
Ground Yard No. 8 : 

Mo. Pac 

St. L.-S. F 



For Delivery to Roads in Group No. 1 : 

C. P. & St. L 

C. & A 

C. C. C. & St. L 

C. B. & Q. (East) 

C. & E. I _ 

Wabash ( East) 

For Delivery to Roads in Group No. 2 : 

I. C. (North) 

L. &.M 

t. st. l. & w : 

St. L. T. & E 

For Delivery to Roads in Group No. 3: 
Penn 

B. & O 

C. B. & Q. (East) 

L. & N 

St. L. & O'F 

E. St. L. & Sub 

For Delivery to Roads in Group No. 4: 

Sou 

St. L. & O. R 

I. C. (South) _ 

For Delivery to Roads in Group No. 5 : 

Mo. Pac 

St. L.-S. W 

M. & O : 

For Delivery to Roads in Group No. 6 : 

M. K. & T 

C. B. & Q. (West) 

Wabash (West) 

C. R. I. & P 

For Delivery to Roads in Group No. 8 : 

Mo. Pac _ 

St. L.-S. F 



Brought 

In 

6,610 


Loaded 
Locally 


For '%ocal Deliv 
sists principally 
brought in by ro; 
for delivery on 
rails, including 
number from otr 
in the same gro 


Total 
6,610 


8,841 




8,841 






For Through 
Movement 
189 


For Local 
Delivery 


15,451 

ery" con- 


382 

792 

7 


53 
4 


of cars 

id named 

its own 

a small 

ler roads 


1,319 




up. 


236 


12 




2,925 
229 


69 


2,994 


65 

602 
39 


8 

35 










935 

902 

474 

2 


43 

172 

45 


978 


208 


74 
3 














1,586 
302 


294 

57 


1,880 


343 












645 

537 


57 


702 


8 
132 












677 
28 




677 


219 

264 

47 


112 

198 

12 




558 
93 


322 


880 


150 













243 



243 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



351 



Statement Showing Distribution of Carload Freight Between Group Yard No. 8 

and Individual Roads. 

For Delivery to Roads in Mill Creek 
Valley : 

Mo. Pac 

St. L.-S. F 

Wabash (U. D.) 



; or Through 
Movement 


For Loca! 
Delivery 
1.734' 




414 




547 







For Delivery to Roads in South St. 
Louis : 

Mo. Pac 

Manufacturers 



For Delivery to T. R. R. on East Side : 

T. R. R 

Merchants 

Wiggins .._ 



For Delivery to : 

Stock Yards 

A. & S 

I. T. S 



2,695 

494 
49 

543 

595 

595 



2,695 



543 



595 



For Delivery to T. R. R. on West Side : 

T. R. R 

Merchants 

Wiggins 



123 



123 



1,691 

113 

8 


1,812 

228 

1,101 



1,935 



1.329 



1,329 

15,451 

Statement Showing Distribution of Carload Freight Between Roads in Mill Creek Valley 

and Individual Roads. 

Brought Loaded 

In Locally Total 

Mo. Pac 4,225 

St. L.-S. F 

Wabash (U. D.) 



C. P. & St. L 

C. & A 

C. C. C. & St. L.... 
C. B. & O. (East). 

C. & E. I 

Wabash (East) 



For Delivery to Roads in Group No. 2 : 

I. C. (North) 

L. & M 

T. St. L. & W 

St. L. T. & E 





igh 
it 


1,773 
735 








For Throi 
Movemei 
40 


6,733 
For Loca] 
Delivery 


6,733 

[ 

For "Local Delivery" con- 


72 
355 


14 


sists principally of cars 
brought in by road named 
for delivery on its own 
rails, including a small 
number from other roads 






97 




in the same group. 


195 












759 
48 


14 

12 

5 


773 


225 

















273 



17 



290 



352 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 

Statement Showing Distribution of Carload Freight Between Roads in Mill Creek Valley 

and Individual Roads. 

For Delivery to Roads in Group No. 3 : 
Penn 

B. & O 

C. B. & 0. (East) 

L. & N 

St. L. & O'F 

E. St. L. & Sub 



For Delivery to Roads in Group No. 4 : 

Sou 

St. L. & O. R 

I. C. (South) _ 



For Delivery to Roads in Group No. 5 : 

Mo. Pac 

St. L.-S. W 

M. & O _._ 



For Delivery to Roads in Group No. 6 : 

M. K. & T 

C. B. & Q. (West)..- - 

Wabash (West) 

C. R. I. & P 



'or Through 
Movement 
235 
81 


For Local 
Delivery 
10 
12 


35 


45 






351 
38 


67 

5 


72 


18 


110 
120 


23 


12 




35 


50 


167 

29 

10 

562 


50 

11 

44 


23 


3 


624 
240 


58 


2,004 




1,487 









For Delivery to Roads in South St. 
Louis : 

Mo. Pac 1 8 

Manufacturers 8 



For Delivery to T. R. R. on East Side : 

T. R. R 13 

Merchants 

Wiggins 



418 



133 



217 



682 
For Delivery to Roads in Group No. 7 : 
Mo. Pac... _ : !i : !!- 

For Delivery to Roads in Group No. 8 : 

Mo. Pac 

St. L.-S. F 



3,491 3,491 



26 26 



17 ^ r 13 13 

For Delivery to : 

I. T. S - 21 21 

For Delivery to T. R. R. on West Side : 

T. R. R 212 

Merchants 217 

Wiggins 

429 429 

6,733 



PROPOSED CARLOAD INTERCHANGE TH'ROUGH OUTHR GROUP YARDS 353 

Statement Showing Distribution of Carload Freight Between Roads in South St. Louis 

and Individual Roads. 

Loaded 

Locally Total 

2,225 

1,068 



Mo. Pac 








Brought 
In 


Manufacturers ._ ~ 




in 


Group 


No. 1: 




For Delivery to Roads 

C. P. & St. L 

C. & A 


For Through 
Movement 
95 
15 


C. C. C. & St. L -... 

C. B. & 0. (East) 

C. & E. I 








45 

4 

30 


Wabash (East) 


in 


Group 


No. 2: 


60 


For Delivery to Roads 

I. C. (North) 

L. & M 


249 

25 


T. St. L. & W 

St. L. T. & E 








20 




in 


Group 


No. 3: 




For Delivery to Roads 
Penn 


45 
50 


B. & O 








30 


C. B. & Q. (East) 








1 


L. & N 






30 


St. L. & O'F L_l ... 


E. St. L. & Sub 






No. 4: 






in 


Group 




For Delivery to Roads 
Sou 


111 

25 


St. L. & O. R 


in 


Group 


No. 5: 




I. C. (South) 


37 


For Delivery to Roads 
Mo. Pac 


62 
1,332 


St. L.-S. W 








34 


M. & O 








43 













3,293 3,293 

For Local 
Delivery 



249 



45 



111 



62 



1,409 1,409 



354 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



Statement Showing Distribution of Carload Freight Between Roads in South St. Louis 

and Individual Roads. 



For Through 
For Delivery to Roads in Group No. 6 : Movement 

M. K. & T 52 

C. B. & Q. (West) 126 

Wabash (West) 286 

C. R. I. & P 17 



For Delivery to Roads in Group No. 7 
Mo. Pac 



481 



347 



For Local 
Delivery 



16 

145 
1 



162 



643 



347 



For Delivery to Roads in Group No. 8 : 

Mo. Pac 

St. L.-S. F 



For Delivery to Roads in Mill Creek 
Valley : 

Mo. Pac 

Oj. T _C T? 

Wabash (U. 5. Line) 



For Delivery to T. R. R. on East Side : 

T. R. R 

Merchants 

Wiggins 



For Delivery to : 

I. T. S 



113 

55 

168 



10 



42 
2 



44 



45 

45 



168 



44 



45 
10 



For Delivery to T. R. R. on West Side : 

T. R. R 

Merchants 

Wiggins . - 



160 
160 



160 



3,293 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 355 

Statement Showing Distribution of Carload Freight Between T. R. R. A. (East Side) 

and Individual Roads. 

Loaded Locally and Delivered by : 

T. R. R 810 

Merchants 4,952 

Wiggins .-.. 1,410 



For Through 

For Delivery to Roads in Group No. 1 : Movement 

C. P. & St. L 73 

C. & A 228 

C. C. C. & St. L 391 

C. B. & O. (East) 62 

C. & E. I. 72 

Wabash (East) 290 



For Delivery to Roads in Group No. 3 : 
Penn 

B . & O 

C. B. & Q. (East) 

L. & N 

St. L. & O'F 

E. St. L. & Sub 



For Delivery to Roads in Group No. 5 : 

Mo. Pac 

St. L.-S. W 

M. & O 



For Delivery to Roads in Group No. 6 : 

M. K. & T 

C. B. & Q. (West) 

Wabash (West) 

C. R. I. & P 



For 


Local 


De 


livery 




2 




9 




64 




18 


13 



For Delivery to Roads in Group No. 2 : 

I. C. (North) 128 

L. & M 4 

T. St. L. & W_ 172 4 

St. L. T. & E 4 1 



344 


96 


340 


46 


21 


4 


147 


15 




2 




4 







For Delivery to Roads in Group No. 4 : 

Sou 68 38 

St. L. & O. R 

I. C. (South) 192 28 



402 


219 


126 


1 


94 


5 


622 


225 


150 


115 


68 


5 


187 


45 


35 









7,172 



1,116 106 1,222 



308 5 313 



852 167 1,019 



260 66 326 



847 



440 165 605 



356 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 

Statement Showing Distribution of Carload Freight Between T. R. R. A. (East Side) 

and Individual Roads. 

For Local 
Delivery 



For Delivery to Roads in Group No. 7 : 
Mo. Pac _ 


For Through 
Movement 

66 


For Delivery to Roads in Group No. 8 : 
Mo. Pac 


220 


St. L.-S. F 


215 







For Delivery to Roads in Mill Creek 
Valley : 

Mo. Pac 450 

St. L.-S. F 20 

Wabash (U. D.) 



For Delivery to Roads in South St. 
Louis : 

Mo. Pac 65 

Manufacturers 10 



For Delivery on T. R. R. on East Side : 

T. R. R 15 

Merchants 910 

Wiggins 288 



For Delivery to: 

Stock Yards _ 89 

A. & S 11 

I. T. S 68 7 



For Delivery on T. R. R. on West Side : 

T. R. R :. 31 

Merchan t s , 3 1 5 

Wiggins _ 60 



66 



435 435 



470 470 



75 75 



1,213 1,213 



68 107 175 



406 406 

7,172 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



357 



Statement Showing Distribution of Carload Freight Between T. R. R. A. (West Side) 

and Individual Roads. 



Loaded Locally and Delivered by: 
T. R. R 



2,742 



Merchants 






4,105 


Wigfeins 






2,005 




For Through 
Movement 
115 
242 
365 
185 
144 
602 


For Local 
Delivery 




For Delivery to Roads in Group No. 1 : 
C. P. & St. L 


8,852 


C. & A 






C. C. C. & St. L 

C. B. & 0. (East) 

C. & E. I 


20 








Wabash (East) 












For Delivery to Roads in Group No. 2 : 

I. C. (North) 

L. & M 


1.653 
334 


20 


1,673 






T. St. L & W 


293 

25 






St. L. T. & E 







652 



652 



For Delivery to Roads in Group No. 3 : 
Penn. 

B . & O 

C. B. & Q. (East) 

L. & N : 

St. L. & O'F 

E. St. L. & Sub 



For Delivery to Roads in Group No. 4 : 

Sou 

St. L. & O. R 

I. C. (South) 



For Delivery to Roads in Group No. 

Mo. Pac 

St. L.-S. W 

M. & O 



For Delivery to Roads in Group No. 6 : 

M. K. & T 

C. B. & Q. (West) 

Wabash (West) 

C. R. I. & P 



504 

202 

61 


25 

5 


221 












988 
200 


30 
38 


501 


701 

95 


38 


360 
235 


15 






690 

189 

12 

185 

106 


15 

8 
105 
115 

6 



1,018 



739 



705 



492 



234 



726 



358 PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 

Statement Showing Distribution of Carload Freight Between T. R. R. A. (West Side) 

and Individual Roads, 



For Delivery to Roads in Group No. 7 : 
Mo. Pac 


For Through 
Movement 

106 

180 

245 


For Locai 
Delivery 


For Delivery to Roads in Group No. 8 : 
Mo. Pac 




St. L.-S. F 








For Delivery to Roads in Mill Creek 

Valley : 
Mo. Pac 


425 


259 


St. L.-S. F 




59 


Wabash 




10 









For Delivery to Roads in South St. 
Louis : 

Mo. Pac 134 

Manufacturers 1 5 



For Delivery on T. R. R. on East Side : 

T. R. R 125 

Merchants 558 

Wiggins 95 



For Delivery to : ' 

Stock Yards 65 

A. & S 10 

I. T. S 



For Delivery on T. R. R. on West Side : 

T. R. R 376 

Merchants 5 52 

Wiggins 550 



106 



425 



328 328 



149 149 



778 778 



75 75 



1,478 1,478 

8,852 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 359 

Statement Showing Distribution of Carload Freight Between East St. Louis Junction, A. & S., 

I. T. S. and Individual Roads. 

Loaded 

Total 



6,926 



East St. Louis Jet 


Brought 
In 


Loaded 

Locally 

5,888 


A. & S 




552 


I. T. S 




486 








For Delivery to Roads in Group No. 1 : 

C. P. & St. L 


For Through 

Movement 

31 

619 

415 

154 

15 

128 


6,926 

For Local 
Delivery 


C. & A 




C. C. C. & St. L 




C. B. & O. (East) 

C. & E. I 






Wabash (East) 








For Delivery to Roads in Group No. 2 : 

I. C. (North) 

L. & M 


1,362 

233 
1 

499 
8 






T. St. L & W 




St. L. T. & E 








For Delivery to Roads in Group No. 3 : 
Penn _ 


741 

641 

753 

50 

651 




B. & O ..,. 




C. B. & 0. (East) 

L. & N 






St. L. & O'F 


41 


E. St. L. & Sub 




2 








For Delivery to Roads in Group No. 4: 
Sou 


2,095 
364 


43 
22 


St. L. & O. R 




i. c. (South) : 


349 






For Delivery to Roads in Group No. 5 : 
Mo. Pac 


713 

40 

34 

341 


22 


St. L.-S. W 




M. & O 








For Delivery to Roads in Group No. 6: 
M. K. & T 


415 
21 




C. B. & 0. (West) 

Wabash (West) 

C. R. I. & P 


6 


69 

32 


20 

1 



1,362 



741 



2,138 



735 



415 



122 27 149 



360 



PROPOSED CARLOAD INTERCHANGE THROUGH OUTER GROUP YARDS 



For Delivery to Roads in Group No. 8 : 
Mo. Pac 


For 
Mi 


Through 
Dvement 

739 
97 


For Local 
Delivery 


St. L.-S. F 








For Delivery to Roads in Mill Creek 

Valley : 
Mo Pac 




836 


17 


St. L.-S. F 






25 



836 



For Delivery to Roads in South St. 
Louis : 

Mo. Pac 

Manufacturers 

For Deliverv to T. R. R. on East Side: 

t. r. r :. 

Merchants 

Wiggins 

For Delivery to: 

Stock Yards 

I. T. S 

For Delivery to T. R. R. on West Side : 

T. R. R 

Merchants 

Wiggins 



42 



15 
1 



42 



16 



77 



77 

5 
172 



16 



177 

32 
105 
101 



77 

For "Local Delivery" con- 
sists principally of cars 
brought in by road named 
for delivery on its own 
rails, including a small 
number from other roads 
in the same group. 

177 



238 



238 



6.926 



APPENDIX "H"- MEMORANDA REFERENCE 
ST. LOUIS MUNICIPAL BRIDGE 



Location and Description of St. Louis 
Municipal Bridge 

The St. Louis Municipal Bridge is' a double- 
deck structure built at a cost of $6,250,000. The 
upper deck is for pedestrians, vehicles and street 
cars ; the lower deck for steam trains. The bridge 
is of modern design and construction. The rail- 
road deck is designed for E-60 loading, has 
double track 100-pound rails, and will carry the 
heaviest engines. No signals have been provided 
to date. Making allowance for necessary con- 
nections, interlocking, signalling, etc., an addi- 
tional expense of about $250,000 will be neces- 
sary, making the total cost, ready for service, 
$6,500,000, and the annual fixed charge at 6 per 
cent for interest and sinking fund for renewal 
will be about $390,000, about one-third applicable 
to highway and two-thirds to railroad. 

The total length of the bridge and railroad ap- 
proaches is 18,330 feet, about three and one-half 
miles. 

The western railroad approach is 3,000 feet 
long; maximum grade approximately 1.4 per cent. 
It reaches the ground just west of Seventh 
Street, St. Louis, immediately adjacent to and 
practically level with the tracks of the St. Louis 
Merchants Bridge Terminal Railway Co. at that 
point. A connection between the bridge tracks 
and the Terminal tracks at this point has been 
completed and direct access can be had between 
the tracks of the Municipal Bridge and the Ter- 
minal elevated tracks' leading to the Union Sta- 
tion, and the Mill Creek Valley south of the 
Union Station. 

The main bridge consists of three spans hav- 
ing a total length of 2,000 feet. 

The eastern railroad approach is 13,330 feet 
long, maximum grade 1 per cent. It comes to 
the ground at 29th Street, just outside of East 
St. Louis, between the Southern Railway on the 



north and the Illinois Central on the south, the 
east approach extending on a steel structure over 
all railroad tracks' and other property from the 
river to an overhead crossing of the Illinois 
Transfer Railway, the East St. Louis outer belt 
of the Terminal, east of which it descends to the 
ground at 29th Street. 

Immediately at the west end of the main spans, 
arrangements have been made in the steel work 
to permit lateral connections to lead off to the 
north and to the south along the St. Louis river 
front. About 900 feet east of the east end of the 
main spans arrangements have been made in the 
steel work to permit a lateral approach to lead 
off to the north in the direction of Relay Depot, 
and a few hundred feet east arrangements have 
been made in the steel work to permit a lateral 
connection to the south, practically along the line 
and south of the Illinois Central. Arrangement 
has also been made in the steel work near the 
outer belt of the Terminal to permit wye con- 
nections with the Terminal Belt tracks from the 
north and from the south. No land has been con- 
demned, nor secured, nor have any other arrange- 
ments been made for these additional connec- 
tions. 

At the extreme east end, 3,300 feet east of the 
Terminal outer belt, the double track main line 
of the Alton and Southern Railroad, which fol- 
lows along parallel with and immediately south 
of the east end of the bridge approach, makes 
an offset across the line of the bridge tracks, and 
then continues easterly, northerly of the main 
line of the bridge tracks, so that if the bridge 
tracks be extended beyond 29th Street, a grade 
crossing of the Alton and Southern must be 
made. A connection has been made between the 
Alton and Southern and the end of the bridge 
tracks. All of the land in line with the bridge 
tracks, east of 29th Street, and both land and 
tracks north and south of the bridge approach 



361 



362 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



east of the Terminal Belt tracks, are owned by 
the Alton and Southern Railroad ; the east end 
of the bridge approach runs into Alton and 
Southern property and stops between its tracks, 
as between the prongs of a fork. The Alton and 
Southern Railroad stub tracks on the north side 
of the bridge approach are used for yard tracks. 

The following pages contain pertinent legal 
and corporate information having reference to 
the bridge : 

Legal and Corporate Information 

The City of St. Louis was authorized and em- 
powered by the Missouri State Legislature in 
1905 to build or acquire by purchase, lease, gift, 
or otherwise, within or without the limits of St. 
Louis, bridges or tunnels over or under streams' 
within the State or on the boundaries. 

(Laws of Missouri, 1905, page 94, approved 
April 6, 1905. See Exhibit I.) 

The charter of the City of St. Louis in 1905 
provided that the City could purchase, receive 
and hold property., real or personal, within said 
City and beyond the limits, to be used for the 
establishment of a hospital, poorhouse, house of 
correction, etc., or for any other purpose. (Ar- 
ticle 1, Section 1, Old City Charter.) (Exhibit II.) 
The courts have held that this Section of the City 
Charter gives the City ample authority to build 
and maintain a bridge across the Mississippi 
River. (Haeusseler vs. St. Louis, 205 Mo. 656.) 

The present City Charter adopted in 1915 
grants more extensive authority to the City of 
St. Louis as to acquiring, constructing, owning 
and operating public utilities or any other utility 
or property within or without the City. (Article 
1, Sec. 1, New City Charter.) (Exhibit III.) 

Ordinance No. 22366 of the City of St. Louis, 
approved April 3, 1906, authorized the holding 
of an election June 12, 1906, to vote with other 
items on the proposition to issue bonds in the 
amount of $3,500,000 "for the construction and 
maintenance of a Municipal Bridge for public 
use by railroads, street cars, vehicles of all kinds' 
and pedestrians over and across the Mississippi 
River, and for the purchase of lands to be used 
for approaches thereto." 



Section 4 of that ordinance provided that the 
proceeds from the sale of the amount of bonds 
authorized by an affirmative vote of the people, 
under Proposition No. 1, shall be used "for the 
construction and maintenance of a municipal 
bridge for public use by railroads, street cars, 
vehicles of all kinds and pedestrians over and 
across the Mississippi River and located within 
the corporate limits of said City of St. Louis, 
and the State of Illinois, and for the purchase of 
all lands to be used for approaches in connec- 
tion therewith, and which said bridge shall be at 
all times and forever remain a free bridge; pro- 
vided, however, the City reserves the right to 
grant franchises for the use of such bridge for 
public service purposes upon such terms and 
compensation as may be prescribed by ordinance; 
and, provided, further, that no such franchise 
shall confer an exclusive right in respect to such 
public purposes upon the grantee thereof." 

The term "Free Bridge" has not yet been legally 
defined. 

Other items included in the ordinance for pub- 
lic improvements' made the aggregate amount of 
bonds under this ordinance $11,200,000. The 
ordinance was carried June 12, 1906, 51,988 vot- 
ing for, and 6,491 voting against the appropria- 
tions. 

June 25, 1906, the following Act of Congress 
was passed authorizing the City of St. Louis 
to build a bridge across the Mississippi River. 
(U. S. Statutes at Large, 59th Congress, 1905- 
1907, Chap. 3539, page 467) : 

"Chap. 3539.— An Act to authorize the City 
of Saint Louis, a corporation organized under 
the laws of the State of Missouri, to construct a 
bridge across the Mississippi River. Be it En- 
acted by the Senate and House of Representa- 
tives of the United States of America in Con- 
gress Assembled, That the City of Saint Louis, a 
corporation organized under the laws of the 
State of Missouri, be, and is hereby, authorized 
to construct, maintain, and operate a railroad, 
wagon and foot passenger bridge, and approaches 
thereto, across the Mississippi River at Saint 
Louis, Missouri, in accordance with the provi- 
sions of the Act entitled 'An Act to regulate the 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



363 



construction of bridges over navigable waters/ 
approved March 23d, 1906." 

The Act of Congress of March 23, 1906, is 
usually referred to as the "General Bridge Act," 
entitled "An Act to regulate the construction 
of bridges over navigable waters." (U. S. Stat- 
utes at Large, 59th Congress, 1905-1907, Chap. 
1130.) (Exhibit IV.) 

This Act provides in Section 3, "That all rail- 
road companies desiring the use of any railroad 
bridge built in accordance with the provisions 
of this Act shall be entitled to equal rights and 
privileges relative to the passage of railway 
trains or cars over the same and over the ap- 
proaches thereto upon payment of a reasonable 
compensation for such use ; and in case of any 
disagreement between the parties in regard to 
the terms of such use or the sums to be paid, 
all matters at issue shall be determined by the 
Secretary of War, upon hearing the allegations 
and proofs submitted to him." 

The Act also provides in Section 4 as' follows : 
"If tolls shall be charged for the transit over any 
bridge constructed under the provisions of this 
Act, of engines, cars, street cars, wagons, car- 
riages, vehicles, animals, foot passengers, or other 
passengers, such tolls shall be reasonable and 
just, and the Secretary of War may, at any 
time, and from time to time, prescribe the rea- 
sonable rates of toll for such transit over such 
bridge, and the rates 1 so prescribed shall be the 
legal rates and shall be the rates demanded and 
received for such transit." 

Ordinance of the City of St. Louis No. 22674, 
approved November 26, 1906, declared the re- 
sult of the bond election, and directed the issue 
of bonds in the sum of $11,200,000, the prin- 
cipal of the bonds to be payable 20 years from 
their date. The bonds are in denomination of 
$1,000, No. 1 to No. 11,200, and the bridge bonds 
constitute Nos. 1 to 3,500, both inclusive. The 
ordinance provided that an annual tax shall be 
levied, sufficient to provide for the interest and 
also for a sinking fund to meet the principal, and 
pledged the faith of the City of St. Louis for 
the punctual payment of the interest. (See Ordi- 
nance No. 22674.) (Exhibit V.) 

These bonds were issued, the interest is being 



paid and the City is setting aside 5 per cent per 
annum to retire the principal in twenty years. 
Total annual cost, $315,000. 

February 8th, 1907, January 23rd, 1908, Jan- 
uary 9th, 1909, January 7th, 1910, February 17th, 
1913, February 15th, 1915, February 11th, 1918, 
and February 10th, 1921, Acts of Congress were 
passed extending the time for the construction 
of the bridge, if actual construction be com- 
pleted within three years from the approval of 
ecich Act. 

July 21, 1907, the Supreme Court of Missouri, 
en banc held that the ordinance authorizing the 
building of the Municipal Bridge and the issu- 
ance of bonds is legal. (Haeussler v. City of St. 
Louis, 205 Missouri 656.) 

The City, by Ordinance No. 23315, passed over 
the Mayor's veto November 22, 1907, established 
the location of the bridge at or near Chouteau 
Ave., where it has been built. (Exhibit VI.) 

Ordinance No. 23330, approved December 18, 
1907, authorized and directed the Board of Pub- 
lic Improvements to prepare plans and specifica- 
tions for the Municipal Free Bridge, and to pro- 
cure the approval of the Government. The 
bridge plans were approved by the War Depart- 
ment, December 17, 1908. A slight change in 
location was approved by the War Department, 
May 20, 1909. 

January 22, 1909, the appointment of Boller 
and Hodge, of New York, as Consulting Engi- 
neers for the bridge was approved by the Mayor 
and contract was entered into with that firm 
March 4, 1909. 

Ordinance No. 24456, approved June 23, 1909, 
and numerous subsequent ordinances authorized 
the condemnation of lands and construction of 
the bridge. 

Tuly 28, 1909, contract for the construction 
of the four piers for the three channel spans 
was awarded to the Missouri Valley Bridge and 
Iron Co., of Leavenworth, Kansas. Final total 
cost $468,924. 

November 16, 1909, contract for the construc- 
tion and erection of the three channel spans (ag- 
gregate length 2,000 feet) was awarded to the 
American Bridge Co., in the amount of $1,394,- 
043. 



364 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



Ordinance No. 25362, approved July 11, 1910. 
and several subsequent ordinances, appropriated 
nearly one million dollars for right-of-way for 
the bridge and approaches. 

Ordinance No. 25947, approved July 10, 1911, 
appropriated $70,000 for foundations and retain- 
ing walls in the west approach. Contract was 
awarded August 16, 1911, to the Missouri Valley 
Bridge and Iron Co., for $52,097. 

Ordinance No. 25948, approved July 10, 1911, 
appropriated $480,000 for a portion of the steel 
for the west steel approach, and contract was' 
awarded to the American Bridge Co., August 16, 
1911, in the amount of $427,297. 

Ordinance No. 25979, approved July 17, 1911, 
authorized and fixed the location of the railroad 
west approach of the bridge from a point in the 
west line of Broadway where it diverges from 
the west highway approach along the center line 
of Gratiot Street to the east line of 23rd Street. 
(Exhibit VII.) 

Ordinance No. 26635, approved August 3, 1912, 
appropriated $25,000 for foundations for extend- 
ing the west railroad approach from Broadway 
to Seventh Street, and contract for this work 
was awarded Fruin-Colnon Contracting Co., Sep- 
tember 3, 1912, for $20,614. 

Ordinance No. 26636, approved August 3, 1912, 
appropriated $55,000 for the steel in the west 
railroad approach from Broadway to Seventh 
Street, and contract for this work was awarded 
to the American Bridge Co., September 3, 1912, 
for $50,227. 

From the beginning it was predicted by many 
that the amount of $3,500,000 would not build 
the bridge and the approaches, and that further 
appropriations would be required. After twO 
previous elections had been held and the issue 
of bonds for the completion of the bridge dis- 
approved, Ordinance No. 26672 was approved 
May 15, 1914, authorizing the issue of $2,750,000 
in bonds for the construction of the eastern ap- 
proaches. The election was held November 6, 
1914, 88,767 voting for, and 13,151 against. 

Ordinance No. 27762, approved December 22, 
1914, appropriated $100,000 for the foundations 
of a portion of the east approach. 



Ordinance No. 27796, approved December 29, 

1914, declared the election for the bond issue of 
$2,750,000 carried, and prescribed the form of 
AYi per cent bonds to be issued for a period of 
twenty years', and an annual tax sufficient to pay 
the interest on the bonds, and a sinking fund to 
meet the principal at maturity. 

These bonds were issued, and the City is pay- 
ing the interest and setting aside 5 per cent per 
annum to retire the principal in 20 years. Total 
annual cost $261,250. 

Ordinance No. 28060, approved April 16, 1915, 
appropriated $1,000,000 for steel in the east ap- 
proaches. 

Ordinance No. 28061, approved April 16, 1915, 
appropriated $360,000 for a portion of the foun- 
dations and retaining walls of the east approach. 
Ordinance No. 28377, approved December 3, 

1915, authorized the expenditure of $630,000 for 
foundations and retaining walls for a portion of 
the east approach. 

Other appropriations and expenditures brought 
the total cost up to the full amount of $6,250,000. 
The total annual interest and sinking fund is 
about $576,250, for twenty years, after which this 
annual expense to the City will stop. 

The highway floor was opened for traffic in 
the spring of 1917. The railroad deck is com- 
plete with double track 100-pound rails' and is 
connected with the Terminal at St. Louis and 
with the Alton and Southern at East St. Louis. 
It is not in use for railroad trains. 

Ordinance No. 29501, approved February 21, 
1917, prescribed the terms and regulations un- 
der which the railroads, etc., may use the Mu- 
nicipal Bridge. This ordinance places the con- 
trol of the bridge in a Commission, consisting of 
the Mayor, the President of the Board of Alder- 
men, the Comptroller, the Director of Street and 
Sewers', and the Director of Public Utilities ; pro- 
vides that any common carrier may use the 
bridge upon the issuance of a permit under the 
terms and regulations of the ordinance; provides 
for indemnity bonds for $25,000 to $100,000; 
requires that rates from any point outside the 
cities of St. Louis and East St. Louis, defined 
as the "St. Louis traffic zone," shall be the same 
to all points within that zone; provides that any 
road using the bridge shall grant the use of its 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



365 



tracks for through movements in St. Louis and 
East St. Louis and two miles beyond to other 
lines that may use the bridge, upon a wheelage 
basis, rental charges for such use of tracks to be 
determined by arbitration in event of disagree- 
ment ; provides that compensation for use of 
bridge shall hereafter be prescribed by ordinance. 
(Exhibit VIII.) 

Exhibit I. 

"Cities of One Hundred Thousand Inhabitants or 

Over — Power to Build or Acquire 

Bridges and Tunnels. 

An Act authorizing and empowering cities of 
one hundred thousand inhabitants and over to 
build or acquire by purchase, lease, gift, or other- 
wise, within or without the limits' of said city, 
a bridge or bridges or a tunnel or tunnels for 
public use by railroads, street cars, vehicles of 
all kinds and pedestrians, over or under rivers 
and streams within this State or forming a 
boundary between this and other States ; and 
to acquire, hold, use and retain by purchase, lease, 
gift, or otherwise, land to be used as approaches 
for and in the construction, use and operation 
of said bridge or bridges, tunnel or tunnels in 
this and other States, and to operate, use and 
maintain said bridge or bridges, tunnel or tunnels 
either as toll or free bridges or tunnels'. 

Section 1. — Power to build or acquire bridges 
and tunnels, and maintain approaches to same. 

Be it enacted by the General Assembly of the 
State of Missouri, as follows : 

Section 1 . — All cities in this State having one 
hundred thousand inhabitants or over are hereby 
given the power and authority to build or ac- 
quire by purchase, lease, gift, or otherwise, within 
their corporate limits or within a reasonable dis- 
tance outside thereof, a bridge or bridges, or a 
tunnel or tunnels for public use by railroads, 
street cars, vehicles of all kinds and pedestrians, 
over or under rivers and streams' in Missouri 
or those forming a boundary between this and 
other States, and to acquire, hold, use and retain 
by purchase, lease, gift, or otherwise, land to be 
used for approaches for and in the construction, 
operation and maintenance of said bridge or 
bridges, tunnel or tunnels, in this and other 
States, and to maintain, use and operate said 



bridge or bridges, tunnel or tunnels, either as 
toll or free bridges or tunnels, as may by said 
cities be deemed expedient.'" 

(Laws of Missouri, 1905, page 94, approved 
April 6, 1905.) 

Exhibit II. 
Article I. 

Section 1. — Corporate Name and Powers — ■ 
Authority to Purchase, Hold and Dispose of 
Property — to Receive Bequests, Etc., and Have 
a Common Seal. — The inhabitants of all that dis- 
trict of country embraced within the limits pre- 
scribed in the next succeeding section, shall be 
and continue a body corporate by the name and 
style of "The City of St. Louis,"' and by that 
name shall have perpetual succession, shall sue 
and be sued, implead and be impleaded, defend 
and be defended in all courts of law and equity, 
and in all actions whatsoever; may purchase, 
receive and hold property, real or personal, within 
said City, and beyond the limits of the city, to 
be used for the burial of the dead of the city, 
for the erection of waterworks to supply the city 
with water, for the establishment and erection of 
gasworks to supply the city with light, for the 
establishment of a hospital or hospitals for the 
reception of persons infected with contagious or 
other diseases, for a poorhouse or poorhouses, 
workhouse, house of correction, or for any other 
purposes ; may sell, lease, or otherwise dispose 
of any property for the benefit of the City ; may 
receive bequests', gifts and donations, of all kinds 
of property, within or without the city, in fee 
simple or in trust, for charitable or other pur- 
poses, and do all acts necessary to carry out the 
purposes of such bequests, gifts and donations, 
with power to manage, sell, lease or otherwise 
dispose of the same ; and may have and use a 
common seal, and may break, change or alter the 
same at pleasure. 

(Old Charter of City of St. Louis, 1905.) 

Exhibit III. 

Article I. 

Corporate Name and Pozvcrs — Wards. 

Section 1. — The inhabitants of the Oity of St. 

Louis, as its limits now are or may hereafter be, 

shall be and continue a body corporate by name 

"The City of St. Louis," and as such shall have 



366 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



perpetual succession, may have a corporate seal, 
and sue and be sued. It shall have power : 

(1). To assess, levy and collect taxes for all 
general and special purposes on all subjects or 
objects of taxation. 

(2). To adopt such classifications of the sub- 
jects and objects of taxation as may not be con- 
trary to law. 

(3). To make special assessments for local 
improvements. 

(4). To contract and be contracted with." 

(5). To incur debts by borrowing money or 
otherwise, and to give any appropriate evidence 
thereof. 

(6). To issue and give, sell, pledge or in any 
manner dispose of, negotiable or non-negotiable, 
interest-bearing or non-interest-bearing bonds or 
notes of the city, upon the credit of the city, or 
solely upon the credit of specific property owned 
by the city, or solely upon the credit of income de- 
rived from and property used in connection with 
any public utility owned or operated by the city, 
or solely upon the credit of the proceeds of spe- 
cial assessments for local improvements, or upon 
any two or more of such credits. 

(7). To expend the money of the city for all 
lawful purposes. 

(8). To acquire or receive and hold, maintain, 
improve, sell, lease, mortgage, pledge or other- 
wise dispose of property, real or personal, and 
any estate or interest therein, within or without 
the city or State. 

(9). To condemn private property, real or 
personal, or any easement or use therein for 
public use within or without the city or State. 

(10). To take and hold property within or 
without the City or State upon trust ; and to ad- 
minister trusts. 

(11). To acquire, construct, own, operate and 
maintain or sell, lease, mortgage, pledge or other- 
wise dispose of public utilities or any estate or 
interest therein, or any other utility of service to 
the city, its inhabitants or any part thereof. 
(12). To grant franchises for public utilities. 
(13). To regulate the construction, mainte- 
nance, equipment, operation, service, rates and 
charges of public utilities', and compel, from time 
to time, reasonable extensions of facilities for 
such service. 



(14). To establish, open, re-locate, vacate, al- 
ter, widen, extend, grade, improve, repair, con- 
struct, reconstruct, maintain, light, sprinkle and 
clean public highways, streets, boulevards, park- 
ways, sidewalks, alleys, parks, public grounds 
and squares, wharves, bridges, viaducts, sub- 
ways, tunnels, sewers and drains and regulate 
the use thereof. 

(15). To acquire, provide for, construct, reg- 
ulate and maintain and do all things relating to 
all kinds of public buildings, structures, mar- 
kets, places, works and improvements. 

(16). To provide and maintain a harbor and 
wharves and regulate the use thereof, and im- 
pose wharfage and other charges therefor; li- 
cense and regulate ferries and other boats ; grant 
ferry privileges and regulate ferry charges ; rent 
or lease for not exceeding twenty-five years, por- 
tions of the wharf for any purpose tending to 
facilitate the trade of the city. 

(17). To improve water courses and regulate 
the use thereof. 

(18). To establish, impose and enforce water 
rates and rates and charges for public utilities 
or other service, products or conveniences op- 
erated, rendered or furnished by the city. 

(19). To provide and maintain a sanitary sys- 
tem. 

(20). To provide and maintain a fire depart- 
ment. 

(21). To provide and maintain police and ex- 
cise departments when permitted by law. 

(22). To collect and dispose of sewage, offal, 
ashes, garbage, and refuse, or to license and reg- 
ulate such collection and disposal. 

(23). To license and regulate all persons, firms, 
corporations, companies and associations' engaged 
in any business, occupation, calling, profession 
or trade. 

(24). To impose a license tax upon any busi- 
ness, vocation, pursuit, calling, animal or thing. 

(25). To define and prohibit, abate, suppress 
and prevent or license and regulate, all acts, prac- 
tices, conduct, business, occupations, callings, 
trades, uses of property, and all other things 
whatsoever detrimental or liable to be detrimental 
to the health, morals, comport, safety, conveni- 
ence or welfare of the inhabitants of the city, 
and all nuisances and causes thereof. 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



367 



(26). To prescribe limits within which busi- 
ness, occupations and practices liable to be nuis- 
ances or detrimental to the health, morals, secur- 
ity or general welfare of the people may law- 
fully be established, conducted or maintained. 

(27). To inspect, test, measure and weigh any 
article of consumption or use within the city. 

(28). To establish, regulate, license and in- 
spect weights and measures. 

(29). To regulate the construction and mate- 
rials of all buildings and structures; and to in- 
spect all buildings, lands and places as to their 
condition for health, cleanliness and safety, and 
when necessary prevent the use thereof and re- 
quire any alterations or changes necessary to 
make them healthful, clean or safe. 

(30). To abolish or prevent grade crossings 
and provide for safe crossings and compel any 
street, steam, electric railroad or other transpor- 
tation company or companies affected thereby to 
pay all or a part of the cost thereof. 

(31). To provide for the stipport, maintenance 
and care of children and sick, aged or insane, 
poor persons and paupers. 

(32). To provide and maintain charitable, ed- 
ucational, recreative, curative, corrective, denten- 
tive or penal institutions, departments, functions, 
facilities, instrumentalities, conveniences and 
services. 

(33). To do all things whatsover expedient 
for promoting or maintaining the comfort, edu- 
cation, morals, peace, government, health, wel- 
tare, trade, commerce or manufactures of the city 
or its inhabitants. 

(34). To enforce any ordinance, rule or regu- 
lation by means of fines, forfeitures, penalties and 
imprisonment or by action or proceeding in its 
own courts or in any other court of competent 
jurisdiction or by any one or more of such means, 
and to impose costs as a part thereof. 

(35). To exercise all powers granted or not 
prohibited to it by law or which it would be com- 
petent for this charter to enumerate. 

(Charter of City of St. Louis, 1915.) 

Exhibit IV. 

Chap. 1130. — An Act to Regulate the Construc- 
tion of Bridges over navigable waters. 

Be It Enacted by the Senate and House of 



Representatives of the United States of America 
in Congress Assembled, That when, hereafter, 
authority is granted by Congress to any persons 
to construct and maintain a bridge across or over 
any of the navigable waters of the United States, 
such bridge shall not be built or commenced un- 
til the plans and specifications for its construc- 
tion, together with such drawings of the pro- 
posed construction and such map of the proposed 
location as may be required for a full under- 
standing of the subject, have been submitted to 
the Secretary of War and Chief of Engineers for 
their approval, nor until they shall have approved 
such plans and specifications and the location of 
such bridge and accessory works; and when the 
plans for any bridge to be constructed under the 
provisions of this Act have been approved by the 
Chief of Engineers and by the Secretary of War, 
it shall not be lawful to deviate from such plans, 
either before or after completion of the struc- 
ture, unless the modification of such plans has 
previously been submitted to and received the 
approval of the Chief of Engineers and of the 
Secretary of War. 

Section 2. That any bridge built in accord- 
ance with the provisions of this Act shall be 
a lawful structure and shall be recognized and 
known as a post route, upon which no higher 
charge shall be made for the transmission over 
the same of the mails, the troops, and the muni- 
tions of war of the United States than the rate 
per mile paid for the transportation over any 
railroad, street railway, or public highway lead- 
ing to said bridge; and the United States shall 
have the right to construct, maintain and repair, 
without any charge therefor, telegraph and tele- 
phone lines across and upon said bridge and its 
approaches; and equal privileges in the use of 
said bridge and its approaches shall be granted 
to all telegraph and telephone companies. 

Section 3. That all railroad companies desir- 
ing the use of any railroad bridge built in accord- 
ance with provisions of this Act shall be entitled 
to equal rights and privileges relative to the 
passage of railway trains or cars over the same 
and over the approaches thereto upon payment 
of a reasonable compensation for such use; and 
in case of any disagreement between the parties 
in regard to the terms of such use or the sums 



368 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



to be paid all matters at issue shall be deter- 
mined by the Secretary of War upon hearing the 
allegations and proofs submitted to him. 

Section 4. That no bridge erected or main- 
tained under the provisions of this Act shall at 
any time unreasonably obstruct the free naviga- 
tion of the waters over which it is constructed, 
and if any bridge erected in accordance with 
the provisions of this Act shall, in the opinion of 
the Secretary of War, at any time unreasonably 
obstruct such navigation, either on account of in- 
sufficient height, width of span, or otherwise, or 
if there be difficulty in passing the draw open- 
ing or the draw-span of such bridge by rafts, 
steamboats, or other water craft, it shall be the 
duty of the Secretary of War, after giving the 
parties interested reasonable opportunity to be 
heard, to notify the persons owning or control- 
ling such bridge to so alter the same as to ren- 
der navigation through or under it reasonably 
free, easy, and unobstructed, stating in such no- 
tice the changes required to be made, and pre- 
scribing in each case a reasonable time in which 
to make such changes, and if at the end of the 
time so specified the changes so required have 
not been made, the persons owning or controlling 
such bridge shall be deemed guilty of a violation 
of this Act ; and all such alterations shall be made 
and all such obstructions shall be removed at the 
expense of the persons owning or operating said 
bridge. The persons owning or operating any 
such bridge shall maintain, at their own expense, 
such lights and other signals thereon as the Sec- 
retary of Commerce and Labor shall prescribe. 
If the bridge shall be constructed with a draw, 
then the draw shall be opened promptly by the 
persons owning or operating such bridge upon 
reasonable signal for the passage of boats' and 
other water craft. If tolls shall be charged for 
the transit over any bridge constructed under the 
provisions of this Act, of engines, cars, street 
cars, wagons, carriages, vehicles, animals', foot 
passengers, or other passengers, such tolls shall 
be reasonable and just, and the Secretary of War 
may, at any time, and from time to time, pre- 
scribe the reasonable rates of toll for such transit 
over such bridge, and the rates so prescribed shall 
be the legal rates and shall be the rates demanded 
and received for such transit. 



Section 5. That any persons who shall fail or 
refuse to comply with the lawful order of the 
Secretary of War or the Chief of Engineers, 
made in accordance with the provisions of this 
Act, shall be deemed guilty of a violation of this 
Act, and any persons' who shall be guilty of a 
violation of this Act shall be deemed guilty of a 
misdemeanor and on conviction thereof shall be 
punished in any court of competent jurisdiction 
by a fine not exceeding five thousand dollars, and 
every month such persons shall remain in de- 
fault shall be deemed a new offense and subject 
such persons' to additional penalties therefor; 
and in addition to the penalties above described 
the Secretary of War and the Chief of Engineers 
may, upon refusal of the persons owning or con- 
trolling any such bridge and accessory works to 
comply with any lawful order issued by the Sec- 
retary of War or Chief of Engineers in regard 
thereto, cause the removal of such bridge and 
accessory works at the expense of the persons 
owning or controlling such bridge, and suit for 
such expense may be brought in the name of the 
United States against such persons, and recov- 
ery had for such expense in any court of com- 
petent jurisdiction; and the removal of any struc- 
tures erected or maintained in violation of the 
provisions of this Act or the order or direction 
of the Secretary of War or Chief of Engineers' 
made in pursuance thereof may be enforced by 
injunction, mandamus, or other summary proc- 
ess, upon application to the Circuit Court in the 
district in which such structure may, in whole 
or in part, exist, and proper proceedings to this 
end may be instituted under the direction of the 
Attorney-General of the United States at the re- 
quest of the Secretary of War; and in case of any 
litigation arising from any obstruction or alleged 
obstruction to navigation created by the construc- 
tion of any bridge under this Act, the cause or 
question arising may be tried before the Circuit 
Court of the United States in any district which 
any portion said obstruction or bridge touches. 

Section 6. That whenever Congress shall here- 
after by law authorize the construction of any 
bridge over or across any of the navigable waters 
of the United States, and no time for the com- 
mencement and completion of such bridge is 
named in said Act, the authority thereby granted 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



369 



shall cease and be null and void unless the actual 
construction of the bridge authorized in such 
Act be commenced within one year and com- 
pleted within three years from the date of the 
passage of such Act. 

Section 7. That the word "persons" as used 
in this Act shall be construed to import both the 
singular and plural as, the case demands, and 
shall include municipalities, quasi municipal 
corporations, corporations, companies, and asso- 
ciations. 

Section 8. That the right to alter, amend, or 
repeal this Act is hereby expressly reserved as 
to any and all bridges which may be built in 
accordance with the provisions of this Act, and 
the United States shall incur no liability for the 
alteration, amendment, or repeal thereof to the 
owner or owners or any other persons interested 
in any bridge which shall have been constructed 
in accordance with its provisions. 

Approved, March 23, 1906. 

Exhibit V. 

"Ordinance No. 22674. 

An ordinance declaring the result of the special 
election called by ordinance number twenty-two 
thousand three hundred and sixty-six, held on 
June twelfth, nineteen hundred and six, and 
directing the issue of bonds of the City of St. 
Louis in the sum of eleven million two hundred 
thousand dollars, as authorized by the vote of 
said election. 

Be it ordained by the Municipal Assembly of 
the City of St. Louis, as follows : 

Section 1. It is hereby declared by the Munici- 
pal Assembly of the City of St. Louis that the 
result of the special election duly called and held 
on June twelfth, nineteen hundred and six, pur- 
suant to the call of ordinance number twenty- 
two thousand three hundred and sixty-six, was 
the assent duly and lawfully given of more than 
two-thirds of the qualified voters of the City of 
St. Louis voting at said election to each of the 
nine separate propositions for increasing the 
bonded debt of the City of St. Louis, as set 
forth in said ordinance, aggregating eleven mil- 
lion two hundred thousand dollars. 

Section 2. The Mayor and Comptroller are 
hereby authorized and directed to issue eleven 



thousand two hundred bonds of the City of St. 
Louis in the denomination of one thousand 
dollars each, in accordance with the provisions 
of this ordinance. Said bonds and the coupons 
attached thereto shall be made payable to the 
bearer in United States' gold coin in the City of 
New York, or if he so elects, in the City of 
London, England, in pounds sterling, at the rate 
of four dollars eighty-six cents six and one-half 
mills, and at such place therein as the Mayor and 
Comptroller may determine. Said bonds shall 
bear some convenient date or dates to be deter- 
mined by the Mayor and Comptroller from time 
to time, as installments of bonds' are issued. The 
par value of each bond shall bear interest at the 

rate of per centum per annum, payable 

semi-annually, and said interest shall be repre- 
sented by semi-annual coupons attached to said 
bonds. The principal of said bonds shall be 
payable twenty years from their date and both 
principal and interest shall be payable in gold 
coin of the United States of the present standard 
of weight and fineness, or in pounds sterling in 
London, as above provided. 

Section 3. Said bonds shall be engraved and 
shall be signed by the Mayor, Comptroller and 
Treasurer of the City of St. Louis who are in 
office at the date of the delivery of said bonds, 
and attested by the Register with the seal of the 
City of St. Louis thereto affixed, and shall in all 
respects be numbered and registered as other city 
bonds. The name of the City Treasurer who is 
such officer at the date of said bonds may be 
engraved on the coupons and no change in the 
person holding the office of City Treasurer shall 
make it necessary to change the name of the City 
Treasurer which is thus engraved on the coupons. 
Said bonds shall contain a provision that they 
may, at the option of the holder, be exchange- 
able for registered bonds. Said bonds shall be 
in substantially the following form : (Form of 
bonds.) St. Louis Public Building and Public Im- 
provement Bonds, City of St. Louis, United 
States of America, State of Missouri. One Thou- 
sand Dollars — Number — City of St. Louis — Num- 
ber — One Thousand Dollars — Knozv All Men by 
Presents, That the City of St. Louis, in the State 
of Missouri, for value received, acknowledges 
itself indebted and promises to pay to James Y. 



370 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



Player, Comptroller of said city or bearer — Nine- 
teen Hundred and Twenty , the sum of one 

thousand dollars, with interest thereon at the 
rate per centum per annum, payable semi- 
annually, on presentation and surrender of the 
proper interest coupons hereto attached as they 
respectively become due, both principal and 
interest being payable in gold coin of the United 
States of America of the present standard weight 
and fineness, at the National Bank of Commerce, 
in the City and State of New York, or at the 
option of the holder at the office of the National 
Bank of Scotland, Limited, Thirty-seven, Nicolas 
Land, London, England, in sterling of the present 
standard weight and fineness, at the rate of four 
dollars eighty-six cents six and one-half mills 
per pound sterling. This bond is issued under 
and pursuant to the Constitution of the State of 
Missouri, including among others, sections 
twelve of article ten of the said Constitution, as 
amended by an amendment duly adopted by vote 
of the qualified voters of said State at an election 
held November fourth, Nineteen hundred and 
two, and duly proclaimed by the Governor, at 
which election a majority of the votes cast within 
the said State voting for and against said amend- 
ment was in favor of its adoption, and is also 
issued under and pursuant to the laws of the 
State of Missouri, including among others Sec- 
tion Twenty-six of Article Three of the Charter 
of said City of St. Louis, and Article Thirteen, 
Chapter Ninety-one, Revised Statutes of Mis- 
souri of Eighteen Hundred and Ninety-nine, and 
amendments thereto, and ordinances' of said City, 
Number Twenty-two Thousand Three Hundred 
and Sixty-six, approved April third, Nineteen 
Hundred and Six, and number ap- 
proved Nineteen Hundred and 

and assent thereto duly given of more than two- 
thirds of the qualified voters of said city voting 
at the special election held on the twelfth day 
of June, Nineteen Hundred and Six, as called 
by said ordinance, and other proceedings of the 
corporate authorities of said city duly had and 
adopted. It is hereby certified, recited and de- 
clared that all acts, conditions and things 
required to be done, happen and be performed 
precedent to and in the issuance of this bond 
have been done, happened and been performed 



in regular and due form and manner as required 
by law, and that this bond, together with all the 
other indebtedness of said city, does not exceed 
any limitation prescribed by the Constitution or 
Statutes of said State or Charter of the city, and 
that due provisions have been made for the col- 
lection of an annual tax sufficient to pay the 
interest on this bond as it falls due, and also to 
constitute a sinking fund for payment of the 
principal thereof at maturity and, that the faith 
and credit of said city are inviolably pledged for 
the punctual payment of the principal and inter- 
est of this bond. This bond is exchangeable for 
a registered bond for a like amount, or is ex- 
changeable, with other bonds of this issue, for 
registered bonds in multiples of one thousand 
dollars. In witness whereof, this 1 bond is signed 
by the Mayor, Comptroller and Treasurer of said 
City of St. Louis, and attested by the Register 
of said city, and the corporate seal of said city 

attached, and this bond is dated Nineteen 

Hundred and Mayor 

Comptroller City Treasurer 



Attest : City Register. Reg- 
istered Bond Book Number .-...., Page 

_ (Form of Coupon), St. Louis Public 

Buildings and Public Improvement Bonds. Num- 
ber $ The City of St. Louis', Mis- 
souri, will pay to the bearer dollars 

at the National Bank of Commerce in the City 
and State of New York, in gold coin of the 
United States of America of the present standard 
weight and fineness, or at the option of the holder 
at the office of the National Bank of Scotland, 
Limited, London, England, in sterling of the 
present standard and weight and fineness, at the 
rate of four dollars eighty-six cents six and one- 
half mills per pound sterling, on the first day of 

, Nineteen Hundred , 

being six months' interest then due on Public 
Buildings and Public Improvement Bond of said 

City, dated Nineteen Hundred and 

Number City Treas- 
urer. The rate of interest per annum which the 
said bonds shall bear shall be such rate not 
exceeding four per centum per annum as the 
Mayor and Comptroller shall determine and 
cause to be inserted in the said bonds, and the 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



371 



blank in the above form of coupon as to the 
amount of such coupon shall be filled accord- 
ingly. 

Section 4. The Ma)--or and Comptroller shall 
sell said bonds for the best obtainable price, 
either at public or private sale, as they may deem 
most expedient. The Comptroller of the City 
of St. Louis shall deliver said bonds to the pur- 
chaser thereof on receipt of the purchase money 
or certified check therefor, payable to the order 
of the City of St. Louis, and the proceeds of 
the sale of said bonds shall be paid by the Comp- 
troller into the City Treasury ; but no bonds shall 
be sold for less than par, plus the interest accrued 
to date of delivery thereof on the unmatured 
coupon first to become due and attached thereto. 
Said bonds may be sold at such times and in 
such amounts as the Mayor and Comptroller may 
find expedient or necessary to meet the needs 
or obligations of the city in connection with the 
respective purposes for which said bonds are 
issued. The purchaser of the bonds' shall not be 
bound to see to the application of the purchase 
price of the bonds. All bonds sold, with a stipu- 
lation providing for delivery at a date subsequent 
to the date on the bonds shall, prior to delivery, 
have all matured coupons removed therefrom and 
canceled. 

Section 5. Said bonds shall have engraved 
thereon the words' "Saint Louis Public Building 
and Public Improvement Bonds" and shall be 
numbered consecutively from one to eleven thou- 
sand two hundred, both inclusive. The bonds 
and the proceeds from the sale of the respective 
bonds shall be used exclusively for the following 
separate purposes, to-wit : One : Bonds num- 
bered from one to thirty-five hundred, both inclu- 
sive, (three million five hundred thousand dol- 
lars), and the proceeds from the sale thereof, 
shall be used for the construction and mainte- 
nance of a Municipal Bridge for public use by 
railroads, street cars, vehicles of all kinds and 
pedestrians over and across the Mississippi River, 
and for the purchase of land to be used for 
approaches thereto. Two : Bonds numbered 
from thirty-five hundred and one to forty-three 
hundred, both inclusive, (eight hundred thousand 
dollars) and the proceeds from the sale thereof, 
shall be used for the construction, reconstruction 



and extension of hospitals and the purchase of 
sites for the same. Three : Bonds numbered 
from forty-three hundred and one to fifty-three 
hundred, both inclusive, (one million dollars) 
and the proceeds from the sale thereof, shall be 
used for the construction, reconstruction and 
extension of and additions to the Insane Asylum, 
and for the purchase of sites for the same. 
Four : Bonds numbered from fifty-three hun- 
dred and one to fifty-five hundred and thirty, 
both inclusive, (two hundred and thirty thousand 
dollars) and the proceeds from the sale thereof, 
shall be used for the construction, reconstruction 
and extension of buildings for the Fire Depart- 
ment and the purchase of sites for said buildings. 
Five : Bonds numbered from fifty-five hundred 
and thirty-one to seventy-five hundred and thirty, 
both inclusive, (two million dollars) and the 
proceeds from the sale thereof, shall be used for 
the construction, reconstruction and extension of 
a building or buildings for jails, civil, criminal 
and other courts, police headquarters, health 
department headquarters, and the purchase of 
sites for the same. Six : Bonds numbered from 
seventy five hundred and thirty-one to eighty-five 
hundred and thirty, both inclusive, (one million 
dollars) and the proceeds from the sale thereof, 
shall be used for the construction, reconstruction 
and extension of bridges and viaducts within the 
city, and the purchase of lands for such pur- 
poses. Seven : Bonds numbered from eighty- 
five hundred and thirty-one to ninety hundred 
and thirty, both inclusive, (five hundred thousand 
dollars) and the proceeds from the sale thereof, 
shall be used for establishing, opening and con- 
sructing Kingshighway boulevard, to meet that 
portion of the cost and expense which under the 
laws of the State of Missouri and the Charter 
of the City of St. Louis, said City is required 
to pay. Eight : Bonds numbered from ninety 
hundred and thirty-one to ten thousand five hun- 
dred and thirty, both inclusive, (one million five 
hundred thousand dollars) and the proceeds 
from the sale thereof, shall be for the construc- 
tion, reconstruction and extension of public 
sewers and the purchase of land therefor. 
Nine : Bonds numbered from ten thousand five 
hundred and thirty-one to eleven thousand two 
hundred, both inclusive, (six hundred and sev- 



372 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



enty thousand dollars), and the proceeds from 
the sale thereof, shall be used for the construc- 
tion and laying out of public parks and squares 
and purchase of land thereof. The proceeds 
arising from the sale of bonds for each of said 
separate purposes shall be kept separate and 
distinct, and such proceeds shall be used for the 
specific purpose herein prescribed, and for no 
other purpose; provided, that if the sum voted 
and herein provided for any one or more of the 
above purposes should prove more than sufficient, 
or if it is finally judicially determined that the 
sum voted for any one of the above purposes can 
not be used for such purpose, then such sum or 
such excess shall be placed to the credit of the 
general sinking fund of the said City of St. 
Louis. And no judicial determination in respect 
of any one or more of such purposes shall invali- 
date this ordinance or effect any other of such 
purposes or any other provision of this ordinance, 
or the bonds issued for any other purpose. 

Section 6. An annual tax shall be levied suf- 
ficient to provide for the payment of the interest 
on said bonds and sufficient also to provide a 
sinking fund to meet the principal of said bonds 
at their maturity, as required by law. The faith 
and credit of the city are hereby inviolably 
pledged to each holder of said bonds for the 
punctual payment of the principal and interest 
of said bonds', and the provisions of this ordi- 
nance shall constitute a contract with the holder 
of such bonds and shall be irrepealable while 
svich bonds remain outstanding and unpaid. 

Approved Nov. 26, 1906. 

Exhibit VI. 

Ordinance; No. 23315. 

An ordinance to locate the Municipal Bridge 
across the Mississippi River. 

Whereas, by act of Congress of June twenty- 
fifth, nineteen hundred and six, the City of St. 
Louis was authorized to construct a bridge across 
the Mississippi River; and whereas, 

The City of St. Louis is, by the Statutes of 
the State of Missouri, and the Charter of the 
City of St. Louis, authorized to construct said 
bridge and to borrow money and to issue nego- 
tiable bonds therefor; and, whereas, 

At an election called in pursuance of Ordi- 



nance Number Twenty-two Thousand Three 
Hundred and Sixty-six, the voters of the City of 
St. Louis by an overwhelming majority voted to 
borrow money and to issue bonds for the pur- 
pose of constructing and maintaining a municipal 
bridge ; and whereas, 

The Supreme Court of the State of Missouri, 
in an action questioning the validity of the said 
bonds, has' affirmed their validity; and, whereas, 

A joint committee of the two houses of the 
Municipal Assembly, after a thorough investiga- 
tion of possible sites, have reported in favor of 
the location of the western end of said bridge at 
or near Chouteau avenue, and whereas the said 
two houses approved said report ; now, therefore, 

Be it ordained by the Municipal Assembly of 
the City of St. Louis, as follows : 

Section One. The western terminus of the 
Municipal Bridge provided for by Ordinance 
Number Twenty-two Thousand Three Hundred 
and Sixty-six, shall, subject to the approval of 
the proper authorities of the United States Gov- 
ernment, be located at or near Chouteau avenue 
on the western bank of the Mississippi River, 
and the eastern terminus at some convenient 
point of the eastern bank opposite or nearly oppo- 
site Chouteau avenue. 

This bill, viz.: "Council Bill No. 175. An 
ordinance to locate the Municipal Bridge across 
the Mississippi River," vetoed by the Mayor, 
November 22d, 1907, passed by the Council 
November 22d, 1907, the objections of the Mayor 
thereto notwithstanding by the following vote : 
Ayes' — 9. Noes — 3. Absent — 0. Vacancy — 1. 

H. A. Forman, 
President of the Council. 
Attest : George; F. Mockle;r, 

Secretary of the Council. 

This bill, viz. : "Council Bill No. 175. An ordi- 
nance to locate the Municipal Bridge across the 
Mississippi River," vetoed by the Mayor, No- 
vember 22d, 1907, passed by the House of Dele- 
gates, the objections of the Mayor thereto 
notwithstanding, by the following vote : Ayes — 
25. Noes— 0. Absent— 3. 

Isaac Conran, 
Speaker, House of Delegates. 
Attest: Thos. J. Leonard, 

Clerk, House of Delegates. 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



373 



St. Louis, Mo., November 23, 1907. 
I hereby certify that at 10:02 o'clock a. m., 
this day, I received from George F. Mockler, 
Secretary of the Council, this bill which is known 
as Council Bill Number 175, and which I now 
number as Ordinance Number 23315. 

Patrick J. Regan, 

City Register. 
Exhibit VII. 
Ordinance No. 25979. 

An ordinance authorizing and fixing the loca- 
tion of the railroad approach of the western 
approach of the Municipal Bridge, from a point 
in the west line of Broadway, where the same 
intersects the railroad approach located on the 
one hundred foot right-of-way, condemned 
under authority of Ordinance Number Twenty- 
four Thousand Four Hundred and Fifty-six, to 
a point in the center line of Gratiot street, to the 
east line of Twenty-third street, produced. 

Whereas, a joint committee of the two Houses 
of the Municipal Assembly, appointed to recom- 
mend a proper location to the Municipal Bridge, 
have reported in favor of connecting said rail- 
road approach located on the one hundred foot 
strip of land condemned for the western approach 
of the Municipal Bridge at a point in the west 
line of Broadway, twenty and eight-tenths feet 
north of the north line of Papin street, and 
thence in a northwestwardly direction, so as to 
have the center line of the railroad approach 
strike the center line of Gratiot street at a point 
about thirty-seven feet east of the east line of 
Eighth street; thence to continue westwardly 
along the center line of Gratiot street for a dis- 
tance of ten thousand six hundred and eighty- 
three feet to the east line of Twenty- third street, 
produced, and 

Whereas, the said two houses have approved 
said report. Now, therefore, 

Be it ordained by the Municipal Assembly of 
the City of St. Louis, as follows : 

Section One. One of the railroad approaches 
of the western approach of the Municipal Bridge 
shall be located as follows: The center line of 
said railroad approach to begin at a point in the 
west line of Broadway, twenty and eight-tenths 
feet north of the north line of Papin street 



(which point is in the center line of the railroad 
tracks located on the right-of-way appropriated 
and condemned under authority of Ordinance 
Number Twenty-four Thousand Four Hundred 
and Fifty-six) ; thence running northwestwardly 
in a straight line thirty-six and five-tenths feet 
more or less, to a point twenty-nine feet north of 
the north line of Papin street and thirty-five feet 
west of the west line of Broadway, both distances 
being measured at right angles to said streets, 
thence along a curve to the right, having a radius 
of six hundred and thirty-seven feet, to a point 
distant one hundred and twenty feet north of the 
north line of Papin street and twenty-nine feet 
east of the east line of Sixth street, both dis- 
tances being measured at right angles to said 
streets, thence northwestwardly on a straight line 
a distance of three hundred and sixty-three and 
five tenths feet more or less, to a point distant 
fifty-nine feet east of the east line of Seventh 
street and eighty-one and five-tenths feet south 
of the south line of Gratiot street, both disances 
being measured at right angles' to said streets, 
thence along a curve, to the left, having a radius 
of six hundred and thirty-seven feet east of the 
east line of Eighth street, produced, thence run- 
ning westwardly along, over, under and across 
Gratiot street, with two or more tracks, ten 
thousand six hundred and eighty-three feet to 
the east line of Twenty-third street, produced. 
Approved July 17, 1911. 

Exhibit VIII. 

Ordinance No. 29501. 

An ordinance prescribing the terms and regu- 
lations under which railroads, terminal railroads, 
street railways and interurban railroads, either 
steam, electric or otherwise, may use the Munici- 
pal Bridge and providing compensation therefor ; 
providing for the issuance of licenses therefor; 
and defining the St. Louis traffic zone and pre- 
scribing regulations as to traffic and rates for 
traffic therein and moving over the Municipal 
Bridge ; creating a commission to be known as 
the Municipal Bridge Commission and defining 
the duties and powers of the commission ; repeal- 
ing Ordinance Number Twenty-six Thousand 
Five Hundred and Ninety-two, approved July 
Thirteenth, Nineteen Hundred and Twelve, and 



374 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



Ordinance Number Twenty-eight Thousand 
Eight Hundred Fourteen, approved April 
Twenty-seventh, Nineteen Hundred and Sixteen. 

Be it ordained by the City of St. Louis as 
follows: 

Section One. Wherever used in this ordinance 
the words, "Municipal Bridge" shall mean the 
Municipal Bridge, the approaches' thereto owned 
by the City of St. Louis, the equipment thereof 
and appurtenances thereto ; and wherever the 
word "Railroad" is used in the ordinance, it shall 
be construed to mean any corporation or person 
owning or operating any railroad, terminal rail- 
road, street railroad or interurban railroad, 
either steam, electric or otherwise. 

Section Two. There is hereby created a com- 
mission, to be known as the Municipal Bridge 
Commission, which shall perform such duties' 
and exercise such authority as in this or any 
subsequent ordinance prescribed, and which shall 
consist of the Mayor, the President of the Board 
of Aldermen, the Comptroller, the Director of 
Streets and Sewers and the Director of Public 
Utilities of the City of St. Louis', who shall serve 
as Municipal Bridge Commissioners, without pay 
other than that received by them for the per- 
formance of the duties imposed upon them re- 
spectively in connection with their offices. 

Section Three. The Director of Public Utili- 
ties is and shall be charged with the care, regu- 
lation and control of the physical property of the 
Municipal Bridge, and the operation of the same ; 
and, subject to such general regulations as may 
from time to time be adopted by the Municipal 
Bridge Commission, he shall make and enforce 
such rules and regulations for the hauling and 
movement of traffic over and upon the said 
bridge and approaches as he may from time to 
time deem necessary or proper for the interests 
of the public and for the commerce of St. Louis. 

Section Four. Any railroad or other common 
carrier of passengers or freight may make use 
of the Municipal Bridge, and may operate trains 
or cars over and upon the same after application 
to the Municipal Bridge Commission, and upon 
the issuance by the said Commission of a license 
therefor, and upon the payment of such compen- 
sation as may be required by ordinance, or fixed 
by the Secretary of War of the United States 



of America. Each such license shall contain a 
provision that it is issued to the applicant upon 
the condition, and upon the express 1 agreement of 
the applicant, that it will observe and faithfully 
obey the provisions of this and all other ordi- 
nances of the City of St. Louis, and all rules 
and regulations which may be established for the 
use of the said bridge. No railroad shall be 
allowed to use the Municipal bridge without 
such a license. 

Section Five. No license to use the Municipal 
Bridge shall be issued for any stated term or 
period. 

Section Six. No license for the use of the 
Municipal Bridge shall be assigned, either by 
voluntary or involuntary conveyance, nor trans- 
ferred nor made use of by any other than the 
railroad, terminal railroad, street railroad, or 
interurban railroad, either steam, electric or 
otherwise, to which it was originally issued. 

Section Seven. As a condition precedent to 
receiving a license to use the Municipal Bridge, 
any railroad, terminal railroad, street railroad, or 
interurban railroad, either steam, electric or 
otherwise, desiring such license, shall execute 
and file in the office of the Register a written 
acceptance of the terms of this ordinance, and 
an agreement to comply with the same and with 
all future ordinances, rules and regulations which 
may be adopted by the said city ; and shall also 
file with the Register a penal bond to the City 
of St. Louis in the sum of not less than twenty- 
five thousand dollars nor more than one hundred 
thousand dollars as may be determined in each 
case by the Municipal Bridge Commission, with 
a surety or sureties to be approved as to the form 
of the bond, by the City Counselor and, as to the 
sufficiency thereof, by the Comptroller, of the 
City of St. Louis, conditioned for the faithful 
performance by it of each and all of the provi- 
sions of this ordinance, and of all other ordi- 
nances, rules and regulations of the City of St. 
Louis, now in force, or which may hereafter 
be enacted or made, and to hold the City of St. 
Louis harmless from any and all loss or damage, 
suits, judgments, costs and expenses occasioned 
directly or indirectly by the fault, default, negli- 
gence, damage to persons or property, or mis- 
carriage of such railroad, terminal railroad, street 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



railroad, or interurban railroad, either steam, 
electric or otherwise, in the use of the Municipal 
Bridge. Provided, however, that if any railroad, 
terminal railroad, street railroad or interurban 
railroad shall deem unsatisfactory and desire not 
to accept any additional conditions which may be 
imposed by ordinance or otherwise, said railroad 
shall be permitted to relinquish its license and 
thereupon its bond shall be cancelled as soon as 
all obligations thereunder shall have been dis- 
charged and thereupon said railroad shall immedi- 
ately cease to use the bridge. 

Section Eight. Every license shall be in ac- 
cordance with the provisions of this ordinance, 
and shall bear the signature of a majority of the 
members of the Municipal Bridge Commission. 
The form of such license and of the acceptance 
thereof shall be determined by the Municipal 
Bridge Commission. 

Section Nine. For the purpose of this ordi- 
nance, territory embraced within the corporate 
limits of the City of St. Louis, in the State of 
Missouri, and within the corporate limits of the 
City of East St. Louis, in the State of Illinois, 
shall be considered as one traffic zone, to be 
known, as the "St. Louis Traffic Zone." The 
passenger rates of any railroad using the Mu- 
nicipal Bridge shall be such that the fare from 
any point outside of said traffic zone shall be 
the same to all points reached by its passenger 
cars inside of said traffic zone ; and the fare to 
any point outside of said traffic zone shall be the 
same from all points within said traffic zone. The 
freight and express rates of any railroad vising 
the Municipal Bridge shall be such that the 
charge on any given commodity or class of 
freight or express matter from any point outside 
of said traffic zone shall be the same to all points 
reached by its lines within the said zone ; and 
the freight or express rates to any point outside 
of said traffic zone shall be the same from all 
points within the said traffic zone. No railroad 
using the Municipal Bridge shall charge more 
than five cents for carrying a passenger from any 
point within the said traffic zone to any other 
point within said zone, provided that children 
under twelve years of age, and over five years 
of age, shall be charged not more than two and 
one-half cents, and children under five years of 



age shall ride free. No railroad using the Mu- 
nicipal Bridge shall make other charges for intra- 
zone freight or express matter passing over the 
Municipal Bridge than shall be fixed from time 
to time by the City of St. Louis through properly 
constituted authorities, or by the Secretary of 
War, acting under authority of the Act of Con- 
gress, approved March Twenty-third, Nineteen 
Hundred and Six. 

By the words "intra-zone traffic," as herein 
used, is meant traffic whose points' of origin and 
destination are both within the St. Louis traffic 
zone, provided that if any such railroad connect 
with and operate over the tracks of any terminal 
railroad, then such terminal railroad shall be 
treated and considered as a terminal agent of said 
connecting railroad, and the tracks of such 
terminal railroad shall be treated and considered 
as the lines of said connecting railroad for the 
purpose of securing the sameness of rates on 
passengers, freight and express, as herein pro- 
vided. 

Section Ten. No railroad having a license to 
use the Municipal Bridge shall make use of said 
bridge in the transportation of passengers, freight 
or express matter for any other corporation or 
individual engaged in the forwarding or trans- 
portation of passengers, freight or express mat- 
ter, if the charges or rates for such passengers, 
freight or express matter shall, in effect, either 
' directly or indirectly, violate the provisions of 
this ordinance. 

Section Eleven. For the purpose of affording 
to any other railroad access to and passage across, 
and from the said Municipal Bridge, any railroad 
which may have obtained a license to use the 
Municipal Bridge shall allow such other railroad 
to use, jointly with it, its tracks or any part 
thereof, and also its trolley wires and electric 
power, if so desired, in both the City of St. 
Louis, in the State of Missouri, and the City of 
East St. Louis, in the State of Illinois, and also 
to a point two miles beyond the limit of each of 
said cities, respectively, if the tracks of the said 
company extend beyond such city limits ; pro- 
vided that any company so desiring to use such 
tracks shall also first have obtained from the said 
Municipal Bridge Commission a license to use 
the said bridge. Charges for the use of such 



376 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



tracks, trolley wires and electric power shall be 
upon a "wheelage basis," that is, in proportion to 
the number of locomotives and cars of all kinds 
passing over the tracks in question ; shall be 
determined annually by authorized officers of the 
proprietary line and the using line or lines (sub- 
ject to the verification and approval of the said 
Municipal Bridge Commission, and subject also 
to the approval of the Secretary of War of the 
United States of America, in cases of appeal 
to him) ; and shall be payable at such times as' 
may be agreed upon. The use of such tracks, 
wires and power shall be governed by rules and 
regulations to be agreed upon by such railroad 
and the railroad desiring to use its tracks. In 
case the railroad owning or controlling the tracks 
and the railroad desiring to use the same are 
unable to agree upon the amount of the com- 
pensation, based upon the number of locomotives 
and cars of all kinds, for such use or for the 
use of trolley wires and electric power, or are 
unable to agree upon the rules and regulations 
governing the joint use thereof, as aforesaid, 
then each party shall appoint an arbitrator, and 
these two shall appoint a third arbitrator, who 
shall investigate the facts and decide the ques- 
tions submitted, and the parties to the contro- 
versy shall abide by the decision of a majority 
of the arbitrators'. In case there is an undue 
delay or neglect on the part of either of the 
parties appointing an arbitrator, or in the selec- 
tion of a third arbitrator by the two selected by 
the parties, or any unreasonable delay in the 
decision of the arbitrators when appointed, then 
either of the parties may appeal to the Municipal 
Bridge Commission to determine the compensa- 
tion as aforesaid, and to determine also the rules 
and regulations for the use of the tracks, trolley 
wires or electric power, and the decision of the 
Commission therein shall be final and binding. 
Providing, that it is not intended by this section 
that any railroad which shall have been granted 
a license to use the said bridge, shall be under 
obligation to permit any other railroad company 
to use its tracks for traffic originating on or 
destined to points on the track or tracks of such 
railroad (including any switches or sidings con- 
nected therewith) ; nor for any traffic which does 
; not cross the Municipal Bridge. 



Section Twelve. It being the duty of the City 
of St. Louis to maintain and operate the Munici- 
pal Bridge, every railroad using either deck of 
said bridge shall pay such reasonable compen- 
sation therefor as may hereafter be prescribed 
by ordinance of the city, and also such additional 
compensation as may, by ordinance, be charged 
any such railroad, having a license therefor, for 
the privilege of transporting over the said bridge 
passengers, freight or express matter received 
by it from any other railroad company at any 
point within the St. Louis traffic zone, or deliv- 
ered to it within or without said zone, by any 
belt or terminal railroad receiving the same from 
the railroad having a terminus within said zone, 
to be carried over the Municipal Bridge, in con- 
tinuation of the transportation of said other rail- 
road's business' across said bridge. 

Section Thirteen. The Comptroller of the City 
of St. Louis shall have charge of the keeping of 
the accounts between the city and the railroads 
using the bridge, and shall prepare and render 
to such railroads statements of such accounts. 
It shall also be his duty to see that all charges 
or penalties are properly paid to the city. For 
the purpose of the keeping of proper accounts 
and the making of proper charges, the Comp- 
troller and his duly authorized representatives 
shall, at all proper times, have access to the 
books and records of railroads having licenses to 
use the Municipal Bridge. 

Section Fourteen. All the funds collected as 
payment for the use of the Municipal Bridge, 
or received as the result of fines or penalties 
against the companies, firms or individuals having 
licenses to use the bridge shall be placed in a 
separate fund, which shall be used exclusively, 
First, to pay the operating and maintenance 
expense of the bridge; Second, for the payment 
of interest on Municipal Bridge bonds ; and 
Third, for payment and retirement of said bonds. 

Section Fifteen. It shall be the duty of the 
Municipal Bridge Commission to take cognizance 
of all violations or evasions of the provisions of 
this ordinance, and of the rules and regulations 
governing the use of the bridge, either by ship- 
pers or by railroads, terminal railroads, street 
railroads, or interurban railroads, either steam, 
electric or otherwise, using the Municipal Bridge. 



MEMORANDA REFERENCE MUNICIPAL BRIDGE 



177 



And it shall be the duty of the said railroads to 
aid the city in the prevention of any violation or 
evasion thereof by shippers by adopting and 
maintaining such shipping or billing regulations 
as may be determined upon by the Municipal 
Bridge Commission. 

Section Sixteen. Each Commissioner is hereby 
authorized and empowered to administer oaths 
and affirmations in matters incident or belonging 
to the exercise of the duties or powers of the 
Commission, and the Municipal Bridge Commis- 
sion is hereby empowered to require, by subpoena, 
the attendance and testimony of witnesses, and 
the production of books, papers and documents 
in any hearing or investigation conducted by the 
said Commission in respect to any matter or 
thing pertaining to freight or passenger traffic 
destined for or originating in or passing through 
the City of St. Louis, or the said St. Louis 
traffic zone. 

Section Seventeen. The Municipal Bridge 
Commission may make rules for its guidance and 
procedure under the provisions of this ordinance, 
and may regulate the mode and manner of pro- 
cedure in all investigations and hearings before 
it. And the said Commission may employ such 
experts and other persons as in its judgment may 
be necessary to carry out the provisions of this 
ordinance, and shall, subject to ordinance, fix 
their compensation. 

Section Eighteen. If, after a hearing or inves- 
tigation, the Municipal Bridge Commission, or 
a majority thereof, shall find that any railroad, 
terminal railroad, street railroad or interurban 
railroad, either steam, electric or otherwise, 
having a license to use the Municipal Bridge, 
shall have been guilty of any violation of the 
provisions of this ordinance, or of the rules and 
regulations for the use of the bridge, the said 
Commission may suspend or revoke the license 
of such railroad, terminal railroad, street rail- 
road, or interurban railroad, either steam, electric 
or otherwise. But no license shall be revoked 
unless such railroad, terminal railroad, street 
railroad, or interurban railroad, either steam, 
electric or otherwise, shall first have been given 
at least twenty days' notice in writing, prior to 
such hearing or investigation by delivery thereof 
to any office of such railroad, terminal railroad, 



street railroad, or interurban railroad, either 
steam, electric or otherwise, in the City of St. 
Louis, to any officer of such railroad, or to any 
person in charge of such office, or by posting 
of such notice on some conspicuous part of the 
Munipical Bridge, or in any other manner which 
may hereafter be prescribed by ordinance. 

Section Nineteen. Any refusal or neglect of 
any railroad, terminal railroad, street railroad, 
or interurban railroad, either steam, electric or 
otherwise, to pay any bridge charges as assessed 
by the City, for a period of ninety days, shall be 
cause for revocation or suspension by the Mu- 
nicipal Bridge Commission of its license to use 
said bridge. 

Section Twenty. The Municipal Bridge Com- 
mission shall, from time to time, and as it may 
deem necessary or proper, report to the Board 
of Aldermen, for passage or rejection by it, bills 
or proposed ordinances providing other and 
further penalties for violations of the provisions 
of this or other ordinance relative to the Munici- 
pal Bridge, or of the rules and regulations which 
may be prescribed by the said Commission. 

Section Twenty-one. Nothing in this ordi- 
nance, nor in any contract or agreement between 
any two or more railroads which may hereafter 
be entered into under the provisions hereof, shall 
be understood or construed as constituting a 
waiver of or bar to the right of any railroad to 
obtain direct connections' between its tracks and 
the City's present approaches, to said bridge, or 
any extension or extensions thereof. And noth- 
ing in this ordinance contained shall be construed 
as waiving the right of the City of St. Louis, as 
the agent of the government of the United States 
of America, pursuant to the Act of Congress 
aforesaid, approved June Twenty-fifth, Nineteen 
Hundred and Six, or any other law, to construct, 
extend, maintain and operate approaches to the 
said bridge, in the States of Illinois and Missouri, 
additional to or in extension of the approaches 
now existing and in process of construction. 

Section Twenty-two. Ordinance Number 
Twenty-six Thousand Eive Hundred and Ninety- 
two, entitled "An ordinance to fix the terms and 
regulations under which railroads, street rail- 
roads', and interurban railroads shall be permitted 
to use the Municipal Bridge ; placing the care, 



378 MEMORANDA REFERENCE MUNICIPAL BRIDGE 

regulation and control of said bridge under the street commissioner with respect to said bridge," 

jurisdiction of the street commissioner; author- approved July Thirteenth, Nineteen Hundred and 

izing the street commissioner to make and en- Twelve; and Ordinance Number Twenty-eight 

force rules for the operation of traffic thereon ; Thousand Eight Hundred and Fourteen, entitled, 

and creating a commission, consisting of the "An ordinance in revision of Ordinance Number 

Mayor, Comptroller and Street Commissioner of Twenty-six Thousand Five Hundred and Ninety- 

the City of St. Louis, and placing the regulation two, relating to the Municipal Bridge," approved 

and control of the use of said bridge under the April Twenty-seventh, Nineteen Hundred and 

jurisdiction of said commission; defining the Sixteen, are hereby repealed, 

duties and powers of the commission and the Approved Feb. 21st, 1917. 






m 




BBSS m8sMs^ 

aiiililili 




§»? 






■■:>'■■'■■■.'•...■'■'>■•''■ 

■,:,'•:•.:.::• 



m 



■ •■-••'■-'■■.-■■ 



-'''■'■' • '':'■:'":. Sage ->>' 

iliMffWTl 




'.■S>. i; 



«$6 



» 



BBBH3 



BIIIMi™.&^ CONGR™ 






& 



■v^..V ; '' ; - 
■'■■■'■■ 



